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11 Mar 2018

India and France sign agreement to allow access to military installations and call for closer cooperation in Indian Ocean region.

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"In a big move towards closer maritime cooperation, India and France signed an agreement to access each other’s military facilities, which could potentially improve the reach and deployment of Indian naval forces in southern Indian ocean. Fourteen agreements were signed on the first substantive day of French President Emannuel Macron’s state visit to India. The key defence agreement signed was for the “provision of reciprocal logistics support between their Armed Forces”. “I consider today’s agreement of the reciprocal logistics support between our armies as a golden step in the history of our close defense cooperation,” said Prime Minister Narendra Modi in his press statement at the end of formal discussions on Saturday. The agreement is similar to that signed by India with US in 2016 which allows the two militaries to use each other’s installations for repair and replenishment of supplies. According to the India-French joint statement, the agreement aims to “extend logistical support on reciprocal access to respective facilities for Indian and French armed forces”. The logistical support agreement came in the backdrop of professed closer cooperation in the Indian ocean region. “Both of us believe that in future the Indian Ocean region will play a very important role in the happiness, progress and prosperity of the world. Whether it is the environment, or maritime security, or marine resources, or the freedom of navigation and over flight, we are committed to strengthening our cooperation in all these areas,” said Modi. Echoing these words, Macron also said that stability in the Indian ocean region is “very important for the stability of the entire region, and we are with India for freedom”. The current state visit by the French President was also a throwback to President Barack Obama’s visit in January 2015. During that trip, India and US had issued a separate joint statement on Asia Pacific and Indian Ocean region, with reference to freedom of navigation and overflight which did not go down too well in Beijing. Three years later, “Joint Strategic Vision of India-France Cooperation in the Indian Ocean region” was unveiled by Modi and Macron in Delhi. France has territories in southern Indian ocean with the islands of La Réunion, Mayotte, and the French Southern and Atlantic Lands. It also has a permanent military presence in Djibouti on the Horn of Africa and in the United Arab Emirates. The Indian navy has been making visits to the Southern Indian ocean – and access to French bases would be helpful in ensuring longer deployments. After a change in policy last year, Indian naval ships have now been sent on a mission-based deployment at important ‘choke points’ on international shipping lines that traverse the Indian ocean. India’s recent push in the Indian Ocean to deepen ties with island nations has been largely done to ensure that the Indian flag is more visible in order to counter growing Chinese naval presence in the Indian Ocean. The Indian ocean region is extremely crucial for international commerce. Not surprisingly non-littoral states have an important stake in the region as 80 percent of the trade that goes through Indian ocean is with external countries. Trade between Indian ocean rim countries account for just 20 percent of the total commerce travelling across the high seas. According to the Indo-French joint statement, the emerging challenges in Indian Ocean region are: maritime traffic security in the face of the threats of terrorism and piracy, especially in the Horn of Africa; respect of international law by all States, in particular freedom of navigation and overflight; fight against organized crime, trafficking, including in weapons of mass destruction, smuggling and illegal fishing (IUUs); combating climate change and its consequences on security, particularly in terms of natural disasters; protection of the environment and natural resources, including tackling oil spills; and aid to victims of disasters. For France, India is the entry-point to become a part of the larger security and political architecture of the Indian Ocean. France is a dialogue partner of the Indian Ocean Rim Association (IORA), but it has been clamouring to be a full member. As per the membership criteria, only littoral states can be part of IORA. France claims qualification through its territories in the Indian Ocean. India has been positive about French ambitions in IORA. However, the former French colonies of Mauritius and Seychelles are largely opposed to France becoming a member of the IORAas they believe that their voice in the group could get muffled. But, since decision-making in IORA is done through consensus, India cannot express support for France’s membership openly. That’s why, the joint statement only stated that India welcomes the prospect of France’s “enhanced participation” at IORA. France has also offered that India become a member of the Indian Ocean Commission and encouraged “its growing involvement in European Union projects for the Indian Ocean”. The IOC is a group of five African Indian Ocean states which aims at cooperation on environmental and economic issues. The joint statement referred to the “long standing common history” between India and France’s Reunion Island. The two countries also noted that the next round of Varuna bilateral exercises will focus on “submarine and anti-submarine warfare as well as combating maritime terrorism”. Meanwhile, both sides also agreed to invite “strategic partner countries in the region to participate in Indo-French exercises. Last year, during the second bilateral maritime dialogue, France proposed that there was a space for trilateral cooperation by roping in Australia."

06 Mar 2018

IMO 70th anniversary

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"On this day….6 March 1948 The Convention on the International Maritime Organization (IMO) was adopted 70 years ago, on 6 March 1948, at the United Nations Maritime Conference held in Geneva, Switzerland. The convention entered into force 10 years later, on 17 March 1958, when Japan became the 21st State to ratify the treaty. IMO’s first meeting was held in London on 6 January 1959, at Church House in central London. Since then, IMO Member States have pursued their mission to develop the global regulatory framework for international shipping. Seventy years to the day since the treaty establishing the United Nations International Maritime Organization (IMO) was adopted, Her Majesty Queen Elizabeth II marked the occasion at IMO Headquarters in London on Tuesday (6 March). Accompanied by IMO Secretary-General Kitack Lim, Her Majesty Queen Elizabeth II unveiled a commemorative plaque and cut an anniversary cake. Her Majesty also met some of the guests attending the event, including representatives of IMO Member States, inter-governmental and international non-governmental organizations, and IMO Secretariat staff. “We are celebrating 70 years of achievement, in which the truly vital industry of shipping has become safer, cleaner and greener, thanks to the work of IMO. We are also looking ahead to the exciting new challenges on the horizon,” said IMO Secretary-General Lim. “Billions of ordinary people, all over the world, rely on shipping every day of their lives – even if they don't realise it or understand it. It is our role to ensure shipping can continue to make this vital contribution to global well-being,” Mr Lim added. The Convention on the International Maritime Organization (IMO) was adopted on 6 March 1948 at the United Nations Maritime Conference held in Geneva, Switzerland. The convention entered into force 10 years later, on 17 March 1958, when the 21st State ratified the treaty. IMO’s first meeting was held in London on 6 January 1959, at Church House in central London. Since then, IMO Member States have pursued their mission to develop the global regulatory framework for international shipping. Today, IMO continues its work to improve maritime safety and security, the efficiency of navigation and the prevention and control of pollution from ships, as well as the fair and effective implementation of its regulations. Today, IMO continues its work to improve maritime safety and security, the efficiency of navigation and the prevention and control of pollution from ships, as well as the fair and effective implementation of its regulations. The International Maritime Organization A??s a specialized agency of the United Nations, IMO is the global standard-setting authority for the safety, security and environmental performance of international shipping. Its main role is to create a regulatory framework for the shipping industry that is fair and effective, universally adopted and universally implemented. Shipping is a truly international industry, transporting more than 80 per cent of global trade to peoples and communities all over the world. The world relies on a safe, secure and efficient international shipping industry – and this is provided by the regulatory framework developed and maintained by IMO. IMO measures cover all aspects of international shipping – including ship design, construction, equipment, crewing, operation and disposal – to ensure that this vital sector for remains safe, environmentally sound, energy efficient and secure. IMO has 173 Member States and is the only United Nations agency to be headquartered in the UK. 2018 marks the 70th year since it was formed, by the adoption of an international convention in Geneva."

06 Mar 2018

ESPO asks Brexit negotiators to prioritise impact for ports in the assessment of potential post-Brexit scenarios

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"The European Sea Ports Organisation has developed a position paper to submit to the negotiators now that Brexit has entered the second phase. With this paper, ESPO calls on the Brexit negotiators to prioritise transport and more in particular maritime transport in the second phase of the Brexit negotiations. Given the fact that much of the trade in goods between the EU-27 and the UK passes through ports, it is of paramount importance to consider the impact of potential post-Brexit scenarios on the ports, the transport and logistics chain in any decision making process. “Europe’s ports need certainty and time to adapt to the new realities post-BREXIT if they are to continue to perform their vital function as nodes in intra-European supply chains. If the current short-sea fluidity is compromised, there will be no winners.” says ESPO Chairman, Eamonn O’Reilly. More in particular European ports call upon the Brexit negotiators to take the following considerations into account: Ensuring short-sea fluidity for roll-on/roll-off and short sea services between the UK and EU-27 should be a central objective. Currently, the Customs Union and Single Market allow roll-on/roll-off vehicle traffic to call at a port without prior reservation. This avoids congestion on the access roads to the ports and enables businesses to rely upon just-in-time logistics. The reintroduction of border controls at the EU-UK borders risks to turn ports into bottlenecks and disrupt long established supply chains. ESPO therefore calls upon the Brexit negotiators to seriously consider the financial, operational and spatial consequences of the reintroduction of border controls in ports and its wide implications for the logistic industries and communities around port terminals in the decision making on the future EU-UK relationship. In order to effectively prepare for the reintroduction of border controls, border authorities of the UK and EU-27 Member States should already be able to discuss and coordinate on the operational level. Such talks should however only aim at preparing the ground for the different possible Brexit scenarios and should not lead to bilateral deals. On the transition period, ESPO asks to have as soon as possible clarity on the duration and modalities of the transition period and to ensure sufficient time to allow ports and the broader logistics chain to prepare for the consequences of the UK leaving the European Union. If border controls are being reintroduced, some ports will have to reorganise the layout of their terminals, as well as to make investments in the development of innovative IT solutions and additional workforce to cope with the increase of administrative burden. ESPO therefore urges the Commission to consider the costs of making ports that depend on EU-UK trade “Brexitproof”, in the preparations of the new Multi-annual Financial Framework. Port stakeholders should work together in order to ensure that goods can continue to flow smoothly through ports. Some shippers and operators are exclusively trading with EU Member States. For them, Brexit will have important consequences since they do not have the administrative and logistic services nor the experience to export to countries outside the Customs Union. Companies, especially those operating exclusively at EU level, should be informed and advised at an early stage to enable them to prepare for the likely increase in customs declarations and procedures to comply with border control requirements. Last but not least, for European ports, an appropriate EU-UK trade agreement, which preserves trade and economic growth, is an important condition of a successful Brexit. In the absence of such a trade agreement, import tariffs on both sides will make goods traded between the UK and EU-27 more expensive. This could disturb existing trade routes and have a negative impact on the job creation and industry located within ports as well as on the overall traffic of ports that rely on EU-UK trade. "

05 Mar 2018

Upcoming Maritime Regulations 2018 and onwards

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"The regulatory wheel keeps turning, so it is important to understand the developments when addressing compliance and making strategic business decisions. DNV GL gives owners and operators a heads-up. 2017 has been a significant year for environmental regulations. Important decisions have been made, regulations finalized, and we now have a clearer picture of the regulatory landscape than a year ago. Ballast water management The Ballast Water Management (BWM) Convention entered into force on 8 September 2017. After complex discussions, with numerous twists and turns, MEPC also agreed a revised and extended implementation schedule at its 71st meeting in July this year. Briefly put, every ship in international trade will be obliged to comply sometime between 8 September 2017 and 8 September 2024. For ships of 400 gross tonnes (GT) and above the compliance date is linked to the renewal of the International Oil Pollution Prevention certificate through a set of somewhat intricate provisions, whereas ships below 400 GT must comply by 8 September 2024. While the regulation in principle describes a ballast water discharging standard, the reality is that ships will be required to have an IMO-approved treatment system installed by the ship-specific compliance date at the latest. In practical terms this means the entire world fleet is to be compliant within 2024. There are presently more than 50 IMO-approved systems on the market. In the US the domestic ballast water management regulations entered into force in 2013. New ships must comply upon delivery, existing ships by the first scheduled dry-docking after 1 January 2014 or 2016, depending on ballast water capacity. USCG type approval is required for the ballast water treatment systems; six have been granted over the past year. The USCG has revised its liberal extension policy of granting deferred installation dates to more than 12,300 ships in the absence of approved systems now that type approvals have been granted. DNV GL expects the new, restrictive USCG policy on extensions to tighten further. Operators should now plan their installation dates based on the compliance dates in the regulation. SOX regulations At MEPC 70 the IMO members agreed that the 0.50% global sulphur cap will be implemented from 1 January 2020. The decision has provided certainty to the maritime and bunker industries, but has also provoked an intense, ongoing discussion at the MEPC on the practicalities of implementation, and ways of ensuring robust enforcement and a level playing field. Supporting measures are being discussed, but full clarity is not expected before MEPC 74 in Q2 2019. A possible carriage ban for non-compatible fuels, if agreed, is the only measure likely to have a major impact. Ship operators will need to decide about their preferred compliance strategy, and this decision will have significant operational and financial implications. There is no one-size-fits-all solution on the table; scrubbers, LNG and “hybrid” fuels are all realistic options, but the vast majority of vessels are expected to default to MGO. Local availability issues and price volatility are expected as consequences of a dramatically changed fuel demand situation as of 1 January 2020. A significant number of non-compliance cases are likely to occur in a transitional period. Once supply and demand reach a new equilibrium, the situation should ease, but the transition will be a bumpy ride nevertheless. Enforcement remains a critical concern, in particular on the high seas where flag states are in charge, as opposed to exclusive economic zones (EEZ) where enforcement is a port state matter. Reasonable questions are being asked about the readiness of all flag states to ensure uniform and robust enforcement, and thereby a globally level playing field. For reasons of international law the IMO cannot be expected to come up with effective enforcement measures. NOX regulations NOX Tier III requirements have entered into force in the North American emission control area (ECA) for ships constructed on or after 1 January 2016. In essence anyone constructing a ship today needs to consider whether the vessel will — or might at some point — operate in the North American ECA. If so, NOX control technology will be needed for that ship. Additionally, MEPC 71 adopted the MEPC 70 agreement to apply NOX Tier III requirements to ships operating in the North Sea and Baltic Sea ECAs. This will apply to ships constructed on or after 1 January 2021. Energy Efficiency Design Index MEPC 71 agreed to continue its EEDI discussions through a review set to conclude in 2019. The review will consider both the reduction levels and the timing of the implementation phases. Phase three may be brought forward, and a new phase four may be agreed commencing in 2025. The MEPC also agreed to address the EEDI issues the ro-ro industry has been facing. After it was shown that the phase two reduction levels cannot be achieved for technical reasons, the MEPC decided to ease the ro-ro requirements for phase two by 20 per cent, and to remove a key barrier for large ro-ro vessels by applying a size threshold to the requirement curve. Nevertheless, while solving the problems for phase two it is not at all clear that this fix will also take care of phase three. The issue is therefore likely to result in a renewed discussion a few years down the road. CO2 and energy efficiency Climate change remains the driving political force behind CO2 and energy efficiency regulations. In the EU, regulations for monitoring, reporting and verification (MRV) of CO2emissions have entered into force for all vessels above 5,000 GT sailing to or from European ports. Ships must also report cargo data and average energy efficiency. The EU will make the data publicly available on an annual basis. Monitoring plans were due to be submitted to verifiers by 31 August 2017, with 2018 being the first year of reporting. The first data sets will be published by the EU in mid-2019. By now all practical details have been defined and published. The final piece of the puzzle, a software system for voluntary use which will facilitate the information flow between the parties involved, is under development at EMSA. Part of the purpose behind the EU MRV regulations was to encourage the IMO to work on a similar mechanism with global rather than regional coverage. The EU regulation itself contains a provision calling for its alignment with a newly developed international system once it is available. It is therefore of great significance that MEPC 69 did agree on a global mechanism for mandatory monitoring, reporting and verification of fuel consumption data for all ships of 5,000 GT and above. The scheme, known as the IMO Fuel Consumption Data Collection System (IMO DCS), was adopted at MEPC 70, with 2019 as its first year of implementation. MEPC 71 put the final touches on the mechanism by agreeing on verification guidelines. Importantly, the IMO DCS differs from the EU MRV in several significant aspects, including confidentiality of data, calculation of efficiency metrics, and requirements for data verification. While these are all issues where the EU has a strong preference for the requirements of its own system, the European Commission has nevertheless initiated a formal review process aimed at potentially aligning the EU MRV with the IMO DCS. A stakeholder consultation process was run in late 2017, where stakeholders could provide their feedback to the EC. Despite encouraging signs of a legislative proposal possibly being made public in May 2018, a word of caution is in order. In view of the political complexities of CO2-related negotiations in Brussels, it will be a challenging and likely time-consuming process for the Commission, the Parliament and the Council to come to an agreement. Therefore the industry should be prepared to accommodate two different but overlapping reporting regimes for at least some years. The IMO is also seeing a reinvigorated discussion on long-term CO2 emission goals and the shipping industry’s contribution to emission reductions in response to the Paris global climate accord of 2015. Accordingly IMO has, in addition to establishing the DCS, also conceded that it needs to develop an IMO strategy on GHG emission reductions. The work is in progress and intended to result in an initial strategy at MEPC 72 next year, with a review in 2023. This could be of great significance to the maritime industry: not only will such a strategy have implications for future design and operational energy efficiency requirements, it may also lay the foundation for a carbon pricing scheme. DNV GL believes that unless the IMO can build on its achievements so far and make significant progress on GHG matters, there is a real risk of other non-shipping bodies attempting to step in and regulate the shipping sector. This would not be a desirable outcome, least of all for the maritime industry itself. New regulations – damage stability of passenger ships By adoption of the amended SOLAS Ch.II-1, new rules are coming into effect for passenger ships contracted on or after 1 January 2020 or, in the absence of a building contract, vessels with a keel-laying date on or after 1 July 2020 or delivery on or after 1 January 2024. Major changes included new, stricter requirements regarding damage stability standards as expressed by the required subdivision index “R”, which is now only a function of the total number of persons on board. Lifeboat capacity and the length of the ship are no longer part of the formula. Furthermore, R is kept constant for up to 400 persons on board, then increases as that number rises. The legacy version of Ch.II-1 included an option to permit certain watertight doors to remain open during navigation. This has been removed entirely. The new version also makes damage control drills mandatory for all passenger ships. The new rules have various consequences for the design of new ships. For example, in the case of the new required subdivision index R it may be necessary to increase the ship’s freeboard or breadth, or provide improved internal watertight subdivisions compared with current designs. The stricter regulation regarding watertight doors may also affect the internal subdivision arrangement and operations on board."

26 Feb 2018

Shri Nitin Gadkari Lays the foundation stone for National Technology Centre for Ports, Waterways and Coasts at IIT Chennai

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Shri Nitin Gadkari, Minister for Road Transport & Highways, Shipping and Water Resources, River Development & Ganga Rejuvenation laid the foundation stone for setting up of a National Technology Centre for Ports, Waterways and Coasts (NTCPWC), at IIT Chennai today. The Ministry of Shipping and IIT Chennai also signed an MoU for this at the event today. NTCPWC, being set up under the Shipping Ministry’s flagship programme Sagarmala, will act as a technology arm of the Ministry of Shipping for providing engineering and technological inputs and support for Ports, Inland Waterways Authority of India and other institutions. It will carry on applied research in the areas of 2D and 3D Modelling of ocean, coastal and estuarine flows, sediment transport and morphodynamics, navigation and maneuvering, dredging and siltation, port and coastal engineering-structures and breakwaters, autonomous platforms and vehicles, experimental and CFD modeling of flow and hull interaction, hydrodynamics of multiple hulls and ocean renewable energy. The centre will provide indigenous software and technology, make technical guidelines and standards and address port and maritime issues with models and simulations. The centre will not only help generate new technology and innovations but also work towards their successful commercialization. It will provide learning opportunities for the people working in Ministry of Shipping. NTCPWC is being set up at a cost of Rs 70.53 crore to be shared by Ministry of Shipping, IWAI and the Major Ports. Ministry of Shipping’s grant is towards capital expenditure for creating facilities like Field Research Facility (FRF), Sedimentation and Erosion Management Test Basin and Ship/Tow Simulator. The centre will be self sustainable in three years through industry consultancy projects for Indian and global port and maritime sector. The setting up of NTCPWC would give a boost to the development of indigenous technology relevant to the port and maritime sector in India. This would also be a major shot in the arm for the Government’s ‘Make in India” programme, and provide a push to its Sagar Mala programme Envisioned as a world class state-of-the - art centre, NTCPWC will be a hub for latest technology tools and reduce our dependence on foreign institutions. It will also reduce the cost of research drastically and result in cost and time savings for work in the port and maritime sector.

13 Feb 2018

Ecommerce companies becoming nightmares for most big shipping giants

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"The world’s biggest container shipping line is trying to stop customers like Amazon.com Inc. and Alibaba Group Holding Ltd. from becoming competitors in just a few years’ time. “Amazon is a threat if we don’t do a good job for them,” Soren Skou, the Chief Executive Officer of A.P. Moller Maersk A/S, said in a phone interview. “If we don’t do our job well, then there’s no doubt that big, strong companies like Amazon will look into whether they can do better themselves.” Shares of FedEx Corp. and UPS Inc. dropped last week on a report that Amazon plans to handle more deliveries to its customers’ doorsteps. The question the maritime industry is now asking itself is to what extent the online retailer will also try to take greater control of transportation of shipments bound for Amazon warehouses. For now, those tend to be handled by Maersk and companies like it. Taking greater control of shipments would give Seattle-based Amazon more flexibility and help it avoid possible congestion in its warehouses. Brick by brick, Amazon has been building itself into a package delivery company to satisfy not only the voracious demands of Amazon shoppers but also anyone else who wanted to move merchandise from one place to another. None of this has been a secret. Even a hush-hush company like Amazon.com Inc. can't keep jet planes under wraps. But Amazon and its delivery partners such as FedEx have had plausible deniability about what's been happening. When Amazon executives are asked whether they're trying to become another FedEx or UPS, they say those Amazon trucks, warehouses, airplanes and delivery drivers are intended to supplement existing shipping providers when needed and improve service for Amazon shoppers. This explanation wasn't entirely believable, of course, and Amazon can no longer deny it. Amazon is coming for you, FedEx and UPS. Maybe not today or tomorrow. But soon. Not 'Fantastical' Amazon has rapidly increased its spending on its e-commerce distribution network, shipping capacity and related needs Source: Amazon securities filings Note: The figures include both cash capital expenditures and property and equipment added under capital leases and other financing arrangements. The Wall Street Journal reported Friday that Amazon plans for the first time to pick up packages from businesses and ship them to customers. Initially, the Amazon delivery option will be only in Los Angeles and only for companies that sell merchandise through Amazon's website. These are baby steps, but they are important symbolically. It won't stop with one city or one type of customer. Amazon can't handle all deliveries on its own yet, but this is the company's first direct move into FedEx and UPS territory. Soon, those bold words from FedEx Corp.'s CEO will seem ridiculous. Two years ago, Fred Smith told stock analysts that concerns about Amazon shaking up the package shipping industry were ""fueled by fantastical"" reports. ""In all likelihood, the primary deliverers of e-commerce shipments for the foreseeable future will be UPS, the U.S. Postal Service and FedEx,"" Smith said. Smith was factually correct and also blindingly wrong. It's clear that Amazon's delivery service won't have the scope of UPS, FedEx or the Postal Service right away, and maybe not for years. Building a global shipping company is painstaking and expensive work. FedEx is 47 years old. Amazon has been earnest about building its own shipping infrastructure only since 2013, when the company's delivery providers weren't able to handle a surge of holiday season Amazon orders. Skou is betting his strategy of combining the Maersk conglomerate’s container activities -- including a shipping line, a port operator and a freight-forwarding service provider -- will offer Amazon and others like it the integrated supply chain they need. It’s not just a question of a smooth delivery, said Skou. Giant retailers like Amazon also want better information about shipments to manage supply chains as effectively as possible. Maersk is rolling out a new digitization strategy to modernize an industry in which bookings often still take place by phone. Last month, it formed a joint venture with IBM to develop the use of blockchain technology to manage and track cross-border trade. “Amazon is not interested in phones and email -- they want to be hooked up electronically and digitally so the business transacts on its own,” Skou said. “This matches our new strategy: they want end-to-end container shipping and we want to offer the whole service.” The Copenhagen-based company has already come a long way. In 2014, it took more than 2 hours to complete a container booking at Maersk. In 2016, the average was 22 minutes, and management wants to bring that down to as little as 2 minutes this year. By creating more integrated, digitized shipping systems, companies like Maersk and Amazon could also speed up automation across supply chains, said Luis Benito, a Southampton, England-based innovation strategy director at Lloyd’s Register, which has been classifying the world’s merchant fleet since 1760. To begin with, that could mean optimizing delivery slots for vessels as they arrive at ports. Longer term, successful digitization may serve as a catalyst for multiple other aspects of automation in the maritime industry, he said. “The ability of Maersk to understand the market and integrate with a big company like Amazon is very clever,” Benito said. “They realize that Amazon can be a disruptor, so it’s better to try and work together.” While Maersk is a giant in container shipping and in port operations, its freight-forwarding and supply management service unit Damco is relatively small and will need to grow to fulfill the conglomerate’s ambitions. “Damco can in principle deliver it all, but doesn’t have the same global footprint and scale,” said Skou. “We’re not planning any large acquisitions, but there may be small corners where it makes sense for us to buy a small company that brings technology, skill or a capability that we don’t already have.”"

09 Feb 2018

Cochin Shipyard Limited signs MoU with Russian firm for development of vessels

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"CSL and USC to collaborate for development of specialized vessels for Inland and Coastal shipping Cochin Shipyard Limited (CSL) and Joint Stock Company United Shipbuilding Corporation (USC), Russia have signed a Memorandum of Understanding (MoU) to collaborate and engage in Design, Development and Execution of contemporary, State-of-Art vessels for Inland and Coastal Waterways. The MoU was signed by Shri Madhu S Nair, Chairman & Managing Director, Cochin Shipyard Limited and Mr Alexey Rakhmanov, President, United Shipbuilding Corporation, in the presence of Shri Nitin Gadkari, Minister for Road Transport & Highways, Shipping and Water Resources, River Development & Ganga Rejuvenation, Govt. of India in New Delhi yesterday. CSL and USC will collaborate for development of High-Speed Vessels, River-Sea Cargo Vessels, Passenger Vessels, Dredgers, and other watercrafts for inland waterways and coastal shipping. The MoU will give a push to the Government’s Make-in-India programme, as also its plans to develop eco-friendly and economic transportation along India’s inland waterways and coastal shipping routes under SAGARMALA. Once the infrastructure for water based transport is in place there will be a demand for different kinds of specialized vessels in the near and medium term. The MoU is an effort to get ready to cater to this demand. Speaking on the occasion Shri Gadkari said, “There is a huge potential in inland waterways, cruise tourism and RO-RO transportation in the country. This collaboration would certainly bring in the much needed product as well as market innovation while harnessing newer technologies.” USC, a Joint Stock company is the largest shipbuilding holding in Russia incorporating about 40 enterprises including shipyards, with more than 300 years of experience, which have been key contributors to the growth of inland waterways in Russia. CSL has recently incorporated a JV Company called HCSL (Hooghly Cochin Shipyard Limited) at Kolkata, West Bengal, with plans of setting up an exclusive facility for construction and repair of vessels for inland and coastal waterways. CSL’s capacity augmentation will help capture the growth and employment opportunities that will open up from the development of inland waterways and coastal shipping in the country."

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