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Port of Gothenburg builds new terminal

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The construction of a new terminal in the outer area of the Port of Gothenburg has started. Phase 1 started with piling earlier in the week. The 220,000 square metre terminal will be constructed using dredge spoils contained by an embankment, and is scheduled to be completed around 2025.

The terminal will cover an area of 220,000 square metres and will be built using 350,000 cubic metres of dredge spoils from the river, the Göta Älv. The spoils come from routine dredging conducted to maintain the water depth.

The dredge spoils and the river are contaminated with various substances, including TBT, tributyltin. Until 2008, TBT was an antibiocide component in antifouling paints used for the hulls of ships and boats before research showed that it was toxic to the marine environment.

The spoils are located in an embanked area in the Arendal Bay and cement and slag are used as binding agents. To make sure the spoils can be enclosed safely, comprehensive field trials have been performed in a laboratory setting and in a small test basin in Arendal Bay.

In the first phase, an embanked area will be created at Arendal Bay, which will then be filled with materials. Before this, the bed within the blasted rock embankment needs to be stabilised with the aid of piles.

In addition, this stage involves piling from the seabed down to the rock, under the envisaged embanked area. The embankment will be built using blasted rock and sand.

According to, Eduardo Epifanio, project manager at the Gothenburg Port Authority, around 1,500 piles will need to be in place before the Port can enter the next phase, which will involve building embankments from blasted rock above the piling.

The terminal will be completed in 2025, although it is anticipated that certain sections can be brought into operation before this time.

Source:safety4sea

Italy, Austria support processing migrants on ships

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Italy and Austria are cooperating to come up with a plan to process refugees on ships. Namely, Austria's interior minister said that asylum-seekers would be looked after. In the meantime, both countries are trying to reduce immigration influx in their countries.

Specifically, Austria and Italy supported a proposal according to which, rescued refugees aboard ships in the Mediterranean will be held until their asylum claims were processed.

Since migrant influx from Turkey to Greece were largely shut in 2016, migrants have been choosing Italy. However, the Italian government has made shutting down the route a policy priority.

For its part Austria promised to prevent another influx and has been trying to restrict border crossings from Italy.

However, according to the Spanish Interior Minister Fernando Grande-Marlaska and EU Migration Commissioner Dimitris Avramopoulos, landing platforms is not supported by the African participants.

Speaking about his opinions on migration, Matteo Salvini, Italy's Deputy Prime Minister, said that the government encourages Italians to have children 'and not to uproot the best of Africa's young people'.

Foreign minister of Luxembourg, Jean Asselborn, opposed to this statement and replied that Luxembourg has 'dozens of thousands of Italians. They came as migrants, and worked in Luxembourg'.

Source:safety4sea

China launched satellite to research oceans environment

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China launched a new marine satellite into orbit earlier this month, aiming to enhance the understanding of maritime waters and climate change. Specifically, the satellite will provide with data for research on the global oceans' environment.

The satellite HY-1C's mission is to monitor ocean colour and water temperatures, in order to supply researchers with data for better understanding the oceans' environment, the State Administration of Science, Technology and Industry for National Defense informed.

This data will be used as a part of a survey regarding the resources and environment of China's offshore waters, islands and coastal zones, marine disaster response and the sustainability of ocean resources.

The satellite has a life span of five years, and was developed by the China Spacesat Co Ltd under the China Academy of Space Technology.

Source:safety4sea

DP World Starts Construction at Port of Berbera

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Dubai-based port operator DP World has inaugurated its expansion of the port of Berbera, Somaliland, in a deal that could take cargo traffic away from neighboring Djibouti. 

Our aim is to make this an important regional hub for the maritime industry in the Horn of Africa,” said DP World head Sultan bin Sulayem at a signing ceremony in Berbera Thursday. "We are delighted that construction work has begun and over the next few years we will see a transformation in the capacity of this major infrastructure asset."

Phase One of the Berbera expansion will see DP World and its partners invest about $100 million in building a 400-meter quay, adding about 60 acres to the terminal yard and constructing a large "free zone" for international businesses. Phase two would involve an additional $320 million in construction and equipment, and would expand Berbera's containerized cargo capacity to about 450,000 TEU per year. The plan also calls for a $100 million roadway to connect Berbera to the border with landlocked Ethiopia – a key inland market in the Horn of Africa. In a sign of the port's importance to the Ethiopian economy, Addis Ababa is taking a 20 percent stake in the expansion project. 

The development of a deepwater container port at Berbera raises the prospect of new competition for the port of Doraleh, Djibouti, which was until recently a DP World facility. Djibouti's government unilaterally terminated DP World's lease at Doraleh in February and assumed control, sparking an acrimonious legal battle over the contract. An arbitration court in London sided with DP World in the dispute, but Djibouti has refused to reverse its stance. 

DP World says that it has not been offered any compensation for the loss of its investments at Doraleh, and it has made no secret of its opinion of Djibouti's business climate. “Investors across the world think twice before investing in Djibouti,” DP World warned in a recent advertising campaign.

Source:maritime-executive

Hapag-Lloyd Places Record Reefer Order with MCI

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Hapag-Lloyd has recently announced new reefer bookings of 11,100 units and awarded Maersk Container Industry (MCI) a record order for 8,600 of the units, of which 2,000 will be controlled atmosphere reefers. 

The successful launch of Hapag-Lloyd’s ExtraFresh and ExtraFresh Plus services has driven the company's demand for more controlled atmosphere reefers. The order brings the number of Star Cool controlled atmosphere reefers in Hapag-Lloyd’s ExtraFresh fleet up to 5,000. 

The new reefers will be integrated to the company’s existing fleet of 91,000 reefers. Hapag-Lloyd already has a significant footprint in the refrigerated container market, and since 2015 the liner shipping company has purchased a total of 30,550 new reefers (including the latest order).

MCI has commenced production of the 8,600 Star Cool Integrated reefers at their Qingdao site in China. All of the reefers are ready to switch over to R513A, a low Global Warming Potential (GWP) R513A refrigerant blend introduced to Hapag-Lloyd last year in 1,000 Star Cool units. The alternative refrigerant offers a 56 percent GWP reduction. The use of the R513A refrigerant with Star Cool addresses the environmental protection legislation for existing technology platforms introduced under the E.U.’s F-gas regulations. The energy efficiency of Star Cool can be proved in real time using a built-in energy meter, which MCI says is a first in this industry. 

Hapag-Lloyd aims to reduce its total carbon footprint by a further 20 percent by 2020, and efficient reefer containers will play a significant role in achieving this goal.

Other liners are also growing their controlled atmosphere capabilities, and in August this year, Ocean Network Express (ONE) ordered 14,000 reefers. Of these, 2,100 will be equipped with controlled atmosphere technology.

Fresh produce accounts for four percent of the world seaborne trade of dry cargoes, said industry analyst Dynamar in its reefer analysis, earlier this year.

Source:maritime-executive

Maersk Invests in Artificial Intelligence Truck Flow System

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A.P. Moller-Maersk's innovation venture Maersk Growth has invested in Loadsmart's artificial intelligence system to automate truckload booking flows in the U.S. The system enables shippers to book a truck manually or integrate a server-to-server booking system that requires no human intervention.

The company claims that shippers have been able to reduce their spot exposure by 50 percent after integrating with Loadsmart, while reducing procurement execution time by up to 90 percent. Carriers keep their trucks full and reduce empty miles, as Loadsmart’s machine learning algorithms match loads with their available trucks.

The tool enables shippers to automatically book a truck before the shipment turns into a spot load. Loadsmart accepts 100 percent of tenders received from its dynamic routing guide, guaranteeing capacity. This feature helps shippers avoid the same-day/next-day markets, which are known for steep prices and service failures, says the company.

Loadsmart, a digital freight broker, raised $21.6 million in series A funding led by Maersk Growth, Connor Capital SB and Chromo Invest, bringing the total investment in Loadsmart to date to $34.7 million.

Maersk serves 343 ports in 121 countries, and Sune Stilling, head of Maersk Growth, said: “We see huge potential with Loadsmart. Forward integrations between ocean shipping and over-the-road services can create incredible synergies and eventually provide a full service to shippers.”

Maersk has been working on providing more comprehensive end-to-end logistics solutions for cargo owners, and from January 1, 2019, Damco’s Supply Chain Services and Maersk Line’s Ocean Product will be integrated and their services sold as Maersk products and services. The organization will operate with one management team headed by Vincent Clerc, Chief Commercial Officer of Maersk. Klaus Rud Sejling, CEO of Damco, will take on a new position as Head of Maersk’s Logistics and Services Products, reporting to Clerc.

Damco’s freight forwarding business, which serves customers requiring air freight or multi-carrier options in ocean freight, will continue to be run as a separate and independent business under the Damco brand. Saskia Groen In’t Woud will be the CEO of Damco Freight Forwarding, she is currently Chief Operating Officer in Damco.

In addition to these changes, three of A.P. Moller – Maersk’s regional carrier brands, including MCC Transport, Sealand and Seago Line have been combined as “SeaLand – A Maersk Company” as of October 1, 2018. 

The integration marks Maersk’s desire to tap into markets from producer to consumer. “With a wider product offering from one team, a clearer brand structure and a strong digital foundation, A.P. Moller – Maersk is poised for growth,” said the company in a statement.

Source:maritime-executive

Hurricane Michael Closes Mid-Atlantic Ports

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On Thursday, the ports of Wilmington and Morehead City, North Carolina closed their marine operations due to the arrival of now-Tropical Storm Michael. Just last month, the ports' operations were heavily affected by Hurricane Florence and the flooding that followed, and they were closed (in full or in part) for eleven days. 

While the Captain of the Port ordered vessel operations to cease for the day at North Carolina's biggest ports, commercial truck gates remained open for business during their normal hours. The ports expect to resume full operations on Friday. 

The Coast Guard has already reopened the waterways at the Port of Charleston, South Carolina without restrictions. However, the COTP urged mariners to exercise caution, given the possibility that aids to navigation may have been affected by the storm's passage.

To the north, at Hampton Roads, Virginia, the captain of the port intends to implement movement restrictions on vessels of more than 1,600 GT, effective at 2200 hours local time.

North Carolina hit by heavy rains

As Michael arrived from the southwest, North Carolina's state ferries closed their coastal operations as a precautionary measure, with no timetable for resumed service. On inland waterways, swift water response teams have carried out dozens of evacuations and rescues as heavy rains of seven inches or more caused floodwaters to rise for the second time in a month. Many parts of the state are still recovering from flooding from Hurricane Florence. 

"As night falls, please don't go out unless you have to. Travel conditions are difficult in areas. Don't drive on flooded roads if you must go out," warned North Carolina Governor Roy Cooper. 

Recovery effort begins

In Florida, where Michael made landfall as a Category 4 hurricane on Wednesday, the recovery effort is just beginning. Several beachside towns along the Florida Panhandle took severe damage from Michael's 155-mph winds; Coast Guard overflight surveys of the community of Mexico Beach (below) showed blocks of homes obliterated by the storm. 

Many small craft were blown away from their moorings or tangled with their neighbors in marinas. Coast Guard environmental assessment teams have already deployed to examine the extent of the damage and begin planning for salvage operations.  

Hurricane Michael was the third-most-powerful storm ever to make landfall in the continental U.S., and it brought a storm surge of more than nine feet in areas of the Panhandle. As of the latest assessment, it killed at least six people, caused an unknown number of injuries, took out power to 1.2 million homes in the southeast and mid-Atlantic regions, 

According to Florida Governor Rick Scott, the U.S. Coast Guard carried out 10 search and rescue missions Wednesday night and Thursday, rescuing at least 27 people (video below). Gov. Scott urged residents of the worst-hit areas to wait for the all-clear before returning due to the danger from downed power lines and other potential hazards. 

Source:maritime-executive

How the Coast Guard Supports Maritime Commerce

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The Coast Guard is known for saving lives at sea, but did you know the service plays a huge role in the economy, too?  

As a regulatory entity, the Coast Guard conducts marine inspections on vessels entering United States ports to make sure the vessels do not pose a safety, security, or environmental threat to the country.  With 90% of U.S. imports and exports entering or exiting the country by ship, these inspections ensure there is fuel at the gas station, food in the store and presents at birthday parties.

But even before a ship ever gets in the water, the Coast Guard is behind the scenes working to make it ready for sea. Coast Guard marine inspectors work  in tandem with ship builders in the United States to ensure the vessels are both safe for the workers and for operation in the maritime environment. In fact, they are executing this mission in Philadelphia, where workers are constructing the largest container ships ever built in the United States right now for Honolulu-based Matson Navigation Company.

As a ship is built, like the 850-foot Daniel K. Inouye in Philadelphia Shipyards, the Coast Guard and the industry members work together. They review architectural plans for the ship, monitor the laying of its keel, and observe the installation of lifesaving and engineering systems.  These efforts ensure a safe working environment for mariners and validate the integrity of the vessel.

For the Coast Guard, ship construction like this in the United States gives us the opportunity to work with the maritime industry members,” said Lt. Cmdr. Jennifer Doherty, Coast Guard Sector Delaware Bay Chief of Inspections. “The added benefit of the Coast Guard beyond building relations with American shipbuilders is that it gives us an opportunity to train our inspectors during the process of ship construction, which will benefit them throughout their prevention career.”

Doherty, who oversees the team of Coast Guard marine inspectors who evaluate safety and security of ships throughout southern New Jersey, Delaware and eastern Pennsylvania, says that involving the Coast Guard ensures the safety of life at sea for workers but also that of the ports and waterways of the United States by keeping them clean from pollution and unobstructed. Doherty says the having the Daniel K. Inouye built nearby has a local benefit as well.

Building this ship in Philadelphia is a huge deal for the surrounding region,” said Doherty. “When ships are built here it gives life to the shipyard, local area and maritime community.”

Lt. j.g. Ryan Thomas, a marine inspector at Coast Guard Sector Delaware Bay, who has been working on the project since February, says that being involved in inspections and review process during the building phase of a ship is not only interesting but educational. Thomas says learning about the different systems of a ship during its construction have contributed to his growth as a marine inspector and he feels a sense of pride in helping to make a ship safer, but also as a native resident of Hawaii, he knows how important it is for commerce to move safely through American ports.

Thomas says that much of what Coast Guard inspectors interact with during ship construction are the lifesaving and emergency systems aboard a ship. Things like rescue equipment, propulsion engines, steering systems, navigation equipment, electrical and fuel systems are some of the aspects inspectors focus on to ensure the ship meets the Coast Guard standard before making its way to full operations.

On a day-to-day basis, Coast Guard inspectors work with the ship builder, the shipping company and in the case of the Daniel K. Inouye, the international registrar and classification society. Through their oversight and teamwork, all parties come together to develop a ship that meets standards for operation not only in the U.S., but also around the world, which leads to a safer situation for everyone, Ryan says.

One reason the relationship between industry and regulators during ship construction is important is that it creates the most efficient and effective process to get the vessel ready for maritime trade. International commerce is extremely reliant on the Maritime Transportation System already, and estimations place that by 2025, the demand for waterborne commerce worldwide is expected to more than double.

The Coast Guard is preparing for the increasing demand now.  The service has published the U.S. Coast Guard Maritime Commerce Strategic Outlook that outlines its strategy to support and grow maritime commerce in the U.S.

Source:maritime-executive

Cybersecurity and the “Return on Negligence”

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In a recently released Fairplay/BIMCO/ABS maritime industry survey, nearly half of the 237 respondents reported that their company's annual cybersecurity budget is less than $10,000. Another quarter reported that the budget is between $10,000-50,000, and ten percent of the respondents spend more than $250,000.

While there was no correlation provided between the expenditure and size of the company, it does beg the question of how an organization makes its spending decisions. Priority, of course, is given to those line items for which we get the most "bang for the buck." We are constantly asked by our managers, "What are we getting for this expenditure?" This is, of course, an indirect way of asking us to determine the return-on-investment (ROI) on every check that goes out the door.

We typically evaluate ROI in quantitative terms. A classic approach applied to cybersecurity would be to identify exploitable vulnerabilities, determine the potential cost if the vulnerability were to be exploited, and estimate how often we expect such an exploit to actually happen. In more formal terms, the Annualized Loss Expectancy (ALE) is the product of the Single Loss Expectancy (SLE) times the Annual Rate of Occurrence (ARO).

We would then try to determine what defenses or mitigations can be put in place to lower the SLE and/or ARO, and compare the cost of these controls to the new ALE. If the defense cost is greater than the savings in ALE, we would reject implementing this solution. Put another way, spending $5,000 to gain a $3,000 saving is a bad financial idea while spending $5,000 to save $30,000 is a great idea.

In today's environment, this traditional approach to justifying cybersecurity spending is a dangerous proposition. The first problem is accurately quantifying the SLE and ARO in the first place. The fact is, we don't actually know the real costs of protecting ourselves in cyberspace and it's easy to not spend the $5,000 if you are able to convince yourself that your $30,000 asset isn't really at risk. Furthermore, we also need to consider intangibles such as reputation, customer and investor confidence, and the impact on supply chain partners as we try to quantify the asset value of loss.

But the ROI approach is an erroneous way to think about cybersecurity. Cybersecurity is not a tangible asset and shouldn't be evaluated as an investment. We should instead be thinking about the return-on-negligence (RON), or the cost of doing nothing. This is a hard sell in many quarters. Remember the money and hours spent to prepare systems for the Y2K rollover 20 years ago? And then the outcry that global Y2K mitigation had cost an estimated $300-500 billion and then nothing bad happened. There were pundits in the day actually arguing about how much less we might have spent to still have nothing bad happen, as if they were trying to quantify how much we overspent protecting our cyber assets. (By the way, have we heard much talk about the Year 2038 problem with embedded Linux systems or the next GPS Week Number Rollover Event in April 2019?)

Defending cyber assets is even more important and critical today than it was in the year 2000. So, what is the cost of doing nothing? Obviously, no company wants to be a headline for the wrong reasons. But besides embarrassment and a possible hit to customer confidence, there are real potential costs of a data breach, particularly as maritime organizations hold more and more personally identifiable information (PII), sensitive personal information (SPI), or personal health information (PHI). In a California law that goes into effect in 2020, for example, consumers may be able to sue a holder of information up to $750 for each breach of privacy, while the state attorney general can sue for intentional violations of privacy at up to $7,500 for each incident; this law will affect companies doing business in California that gross at least $25 million (or make more than 50% of their revenue by selling personal information), which would clearly include most maritime shipping lines as well as the large ports in that state. The EU's General Data Protection Regulation (GDPR) can place huge fines on any act deemed to be non-compliance, particularly if a breach can be shown to be due to negligence or the company has a history of personal data infringements; these fines can be up to €20 million or 4% of the company's global annual revenue.

And if these consequences are not sufficiently compelling, consider that the loss of intellectual property can put a company, particularly a manufacturer, out of business. And, most devastatingly, consider the potential impact on a shipping company or port if a cyberattack causes death, a very real possibility in the case of a vessel getting hacked.

Rather than approach cybersecurity as a return-on-investment, take the risk management approach. Ask questions such as: What are your cyber assets and where are the potential vulnerabilities? What is the likelihood of a vulnerability being exploited? What is the potential impact of an event? Note that you don't have to quantify these answers; in almost all cases, you can't accurately quantify them anyway. Triage your assets and vulnerabilities, and protect the most important ones first. You can't do everything at once, so make an orderly plan. And review the plan, update it, test it, and modify it, as necessary. There is a very old adage that there are no secure sites on the Internet, only vigilant ones.

One of the best cyber defenses is educating your employees as many attacks begin with some form of social engineering, or human manipulation. The users of your systems need to know what suspicious activity looks like and they need policies and procedures in place that encourage and support them when they question unusual events, such as out-of-the-ordinary requests that come in by email.

Many of the successful breaches in our industry have not even been targeted at any specific company; worms, ransomware, and other self-replicating malware merely move around the Internet finding systems that are susceptible, unpatched, or running out-of-date software (including the seemingly ubiquitous Windows XP). We need strong policies and procedures to ensure that every system is up-to-date, isolated, or removed from the network.

Advanced Persistent Threats (APTs) are a bigger concern. If an attacker is intent on breaking into a specific target, they will keep at it until they succeed. Vigilance is ever important and another reason that all employees need to know how to notice suspicious activity.

Information sharing with others in the industry is becoming more important than ever before. Groups such as the Maritime and Port Security Information Sharing and Analysis Organization (MPS-ISAO) are essential for industry members to help protect each other and ourselves.

We can no longer concentrate just on keeping the bad guys out. We have to acknowledge that even the very best prepared get breached. The cost of protection, then, has to also include forensic readiness, incident response, business continuity, remediation, and recovery.

Nothing here is meant to suggest that you should have an infinite cyberdefense budget and just throw money at the problem. Indeed, you need a plan, you need to do basic Security 101 correctly, and you need to be smart. Focus on what you can control. And don't apply traditional ROI thinking to a non-traditional problem.

Source:maritime-executive

ReCAAP: Piracy Hits Decadal Lows in Asia

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Piracy in Asia has fallen to decadal lows, according to the latest numbers from regional reporting center ReCAAP. The number of actual reported incidents between January and September 2018 were the lowest recorded since the same period in 2009 (excluding attempted incidents). 

The relatively low-level nature of most attacks is also encouraging: the vast majority reported during the nine-month period were incidents of armed robbery, not full-blown kidnappings or hijackings. 

However, the risk of abduction is still very real in the most dangerous maritime corridor in the region – the waters off Sabah, Malaysia, which are home to the remnants of the Abu Sayyaf terrorist organization. Two years ago, when Abu Sayyaf kidnappings were at their peak, ReCAAP issued an advisory to shipping recommending that masters avoid the area altogether if possible. That advisory remains in place, and ReCAAP warned of a continued "imminent threat of abduction" in the Sulu-Celebes Seas and the waters off Eastern Sabah. As an example of the threat, ReCAAP cited the kidnapping of two fishermen from the boat Sri Dewi 1 on September 11. 

Lower-level incidents on board ships at ports and anchorages in Chittagong and off Samarinda, East Kalimantan are a concern this year, as well as on board ships underway in the Straits of Malacca and Singapore (SOMS). Incidents in the Philippines are down, and hijackings of product tankers for the purpose of fuel theft has ceased – a remarkable turnaround representing several years of law enforcement efforts. 

While Asian piracy and maritime crime have declined, boardings and kidnappings remain a very serious concern in other regions, notably the Gulf of Guinea. Pirates abducted 35 crewmembers in the waters off Nigeria, Benin and Ghana in the first half of the year alone, according to EOS Risk Group.

Source:maritime-executive