According to REUTERS, the Vietnamese tanker Viet Tan 01 – loaded with 2000 tons of gasoline – was on its way from Singapore via Taiwan to the port of Namp’o , North Korea. However, referring to the AIS messages the destination of the vessel is the small port city Daesan, South Korea. This information is unchanged since 2019-02-16. Due to sanctions by the United Nations, the delivery of refined petroleum products and crude oils is strongly restricted for North Korea.
On Monday, 2019-02-25 17:05 local time, a signal of the 104 meter in length tanker shows, that the vessel is heading towards the port of Namp’o. The next signal, received at 2019-02-27 13:00 local time, indicates, that the ship is going to leave the terminal in the port of Namp’o completely.
There were no position signals received during the two days while the ship was on the west coast of North Korea (see dashed line in the image). Three hours later, the vessel left the port area entirely and heading for the Yellow Sea with about 8 knots.
In the evening of the same day, about 19:40 local time, the tanker reached the north coast of the island Chosa Dong. On 2019-02-28 about 04:00 local time, the vessel stopped for the anchorage. It stayed there for 16 hours and finally moved in direction of the Yellow Sea.
Der Vietnamesische Tanker Viet Tan 01 – mit 2000 Tonnen Benzin beladen – laut der Meldung von REUTERS, war von Singapur, über Taiwan nach Nordkorea (Namp’o) unterwegs. Sein Ziel ist laut Datenmeldung vom 16.02.2019 unverändert die kleine Hafenstadt Daesan in Südkorea. Aufgrund von Sanktionen, durch die Vereinten Nationen, ist Nordkorea stark eingeschränkt, was den Erhalt von raffinierten Mineralöl-Erzeugnissen und Rohölen angeht.
Am Montag, 25.02.2019, 17.05 Ortszeit wurde das letzte Signal des 104 langen Tankers empfangen. Offensichtlich fuhr das Schiff gen Hafen Namp’os. Erst zwei Tage später wurde ein weiteres Signal empfangen. Das war ca. 13 Uhr Ortszeit, als das Schiff das Terminal im Nordkoreanischen Namp’o verließ und schließlich 3 Stunden später dann das gesamte Hafengebiet komplett verließ. In diesen 2 Tagen gab es keine Positionsmeldungen für den Bereich der Westküste Nordkoreas (gestrichelte Linie in der Grafik).
Mit rund 8 Knoten bewegte sich das Schiff erneut Richtung Gelbes Meer. Am Abend des Mittwochs, 27.02.2019 gegen 19.40 Uhr Ortszeit erreichte der Tanker die Nordküste der Insel Chosa Dong. Auf Reede ging es ca. 4 Uhr morgens. 16 Stunden später fuhr es weiter Richtung Gelbes Meer.
Am Mittwoch, den 20.02.2019 waren unsere FleetMon-Mitarbeiter (Fleetmänner ;-) ) Carsten Hilgenfeld und Daniel Merkel zu Gast beim Mittelstand 4.0-Kompetenzzentrum Lingen. Dieses ist Teil des Programms Mittelstand-Digital, welches vom Bundesministerium für Wirtschaft und Energie gefördert wird. Dabei wird u.a. die Branche der Maritimen Wirtschaft gezielt unterstützt.
Die Veranstaltung, organisiert von dem Unternehmen MARIKO GmbH und der Hochschule Emden/Leer – Fachbereich Seefahrt & Maritime Wissenschaften, beide Projektpartner des Mittelstand 4.0-Kompetenzzentrum Lingen, haben zum Thema „AIS Daten innovativ einsetzen” geladen.
Carsten Hilgenfeld, als Leiter für Forschung und Entwicklung bei FleetMon tätig, hielt vor einem Fachpublikum aus der maritimen Wirtschaft einen Vortrag zum Thema: Beobachtung des Warenstroms von seltenen Erden für die Batterieproduktion. Im Fokus stand dabei die Vorstellung des Arbeitsfeldes Terminal Monitoring, welches FleetMon betreut. Insbesondere geht es dabei um die Überwachung von Seeterminals, an denen die Schiffe anlegen und ihre Waren, in dem Falle die seltenen Erden wie Kobalt, Lithium und Coltan, welche zur Herstellung der Autobatterien genutzt werden, auf- und abladen.
Kiel. Am Freitag den 17.08. hatte ein Hubschrauber der Bundespolizei aus Fuhlendorf westlich von Helgoland eine 53 Kilometer lange und rund 300 Meter breite Ölspur entdeckt. Die genommenen Proben bestätigten laut Havariekommando den Verdacht, dass es sich bei dem illegal in die Nordsee abgelassenen Stoff um Schweröl handelte.
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The naming ceremony for the latest TUI Cruises vessel, MEIN SCHIFF 1, took place during Hamburg’s annual port anniversary festivities on May 11. Built at the Meyer Turku Shipyard in Finland, the latest addition to the TUI Cruises fleet is 316 metres long, 20 metres longer and with one deck higher than the four previous TUI cruise ships, and can accommodate up to 2,894 passengers. Pollutants from the ship’s emissions are being reduced by a hybrid scrubber and catalytic converters. With particulate emissions an increasingly controversial subject in the shipping industry, TUI Cruises has been criticised for its decision not to commission an LNG-powered cruise liner.
The global shipping industry has had a rough ride over the past decade. The shockwaves from the global financial crisis that broke out in 2008 are still rippling through an industry that is existentially dependent on the volume of world trade, and in particular trade in containerised cargoes and commodities. In the past ten years more than half the world’s top 20 shipping lines have disappeared – either through mergers or bankruptcy. Hardly any other global industry has experienced such a dramatic concentration process.
In April of last year the remaining shipping companies consolidated to form three major alliances, 2M, Ocean Alliance and THE Alliance, including all the world’s top ten container lines: 2M – MSC, Maersk and HMM – has 223 ships with a total capacity of around 2.4 million TEUs operating 25 weekly services covering 1,327 port pairs. The Ocean Alliance – CMA-CGM, Cosco Group, OOCL and Evergreen – has 323 ships with a total capacity of some 3.5 million TEUs operating 40 weekly services covering 1,571 port pairs. THE Alliance – Hapag Lloyd, NYK, Yang Ming, MOL and K-Line – has 241 ships with a total capacity of around 3.3 million TEUs operating 32 weekly services covering 1,152 port pairs.
A trading transaction for seaborne cargo can leave behind a trail of documents at least as long as the ship itself. Bills of lading, packing lists, letters of credit, insurance policies, orders, invoices, sanitary certificates, certificates of origin: the huge ships sailing in and out of the world’s ports are not only carrying lots of cargo. A shipment of avocadoes transported from Mombasa to Rotterdam by a Maersk vessel in 2014 involved more than 200 communications involving 30 parties, the company calculated. A container giant may well be associated with hundreds of thousands of documents. For many years, there had been talk of digitising shipping documents but little was achieved to walk the talk. But now at last there are signs of progress – and not before time.
According to the World Economic Forum, the costs of processing trade documents can be as much as a fifth of those to shift the actual goods. So removing administrative blockages in supply chains could possibly bring more of a boost to international trade than eliminating tariffs. The United Nations has calculated that full digitisation of trade papers could increase the exports of, for example, Asia-Pacific countries by as much as $257 billion a year.
There was a lot at stake at the International Maritime Organisation (IMO) talks held in London in the week after Easter. With global shipping collectively producing more CO2 emissions than Germany, for example, the IMO was discussing proposals to limit and reduce emissions by ships. Their share of global CO2 emissions has been around 2-3% in recent years.
Shipping was excluded from the 2015 Paris Climate Agreement because as a global cross-border industry, it is almost impossible to break down individual countries’ contributions. The main driver for the growth of global shipping emissions is the rise of international trade, which is projected to almost double by 2035 and continue growing at around 3% per year until 2050.
Digitised supply chain management is already an everyday reality for the land-based movement of goods. But what about seaborne traffic? There is a general consensus of opinion that shipping should be getting equipped for a future where the focus will be on digitised supply chains and not on their individual components, e.g. ships. The challenge up to now has been to have sufficient ship-to-shore IT connectivity but with significant advances already achieved in this field, the key question now is what significance ship owners and operators attach to a digitised supply chain, rather than competing with one another just on price.
The fact is that shipping is currently lagging behind on Big Data. According to the findings of a recent survey, only 8.7% of maritime industry executives see Big Data as a major part of their operations, although they do believe that digitisation and Big Data are acting as a transformative force in the industry. Could it be that the day-to-day running of a business in the tough competitive climate of commercial shipping is the major barrier to investment in digitised solutions? It is true to say that Big Data solutions are often both expensive and time-intensive, while the return on investment is frequently uncertain. Although undoubtedly a more difficult approach than quick-fit solutions to easily measurable tasks, Big Data will deliver the best returns when applied to a ship’s entire voyage.
At the Maritime Safety Conference held in Rostock, Germany, at the end of January, a specialist Maritime Safety Group was set up by the Maritime Cluster Northern Germany (MCN). As one of the pioneers of real-time AIS vessel tracking, MCN member FleetMon will be represented on the group’s Executive Committee.
The MCN membership is made up of some 300 firms, maritime authorities and other stakeholders from the Northern German states of Lower Saxony, Bremen, Hamburg, Schleswig-Holstein and Mecklenburg-West Pomerania – all states with a strong maritime tradition and vested interests in the shipping, shipbuilding, ship repairs and offshore industries. All MCN members have a common goal: improving networking amongst the commercial and research communities in Northern Germany’s maritime sector. MCN aims to promote and develop cooperation in the Northern German maritime industry, give the maritime industry a voice, create platforms so that stakeholders are able to interact with each other, and also promote interfaces with other industries in an innovative, technology-oriented and forward-looking way.
When the GLORY AMSTERDAM went aground in a storm off Langeroog, one of Germany’s East Frisian islands, in October 2017, there were justifiable concerns about a serious oil spill that would have been badly affected the holiday beaches of this lovely island. Fortunately, this 225-metre-long bulk carrier only suffered damage to her rudder blade and rudder system and no oil was spilled. After several failed attempts, the GLORY AMSTERDAM was finally pulled off the sandbank and towed to Bremerhaven where she has been hauled up ever since and is not expected to be declared seaworthy until the end of February.