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.
Was ist geschehen?
Wer möchte das Geschehen untersuchen?
Wir stellen hiermit die AIS-Daten für diesen Bereich in der Zeit vom 16.08. bis zum 17.08.2018 als CSV-Datei zur Verfügung.
Bei Fragen oder möglichen Erkentnissen gern auch Kontakt aufnehmen mit FleetMon.
Mit einem spannenden Finish endete am 24. Juni die letzte Etappe der aktuellen Ausgabe des Volvo Ocean Race (VOR) von Göteborg nach Den Haag.
Das VOR – 1973 als “The Whitbread Round the World Race” gestartet – ist als Weltumrundung in Etappen noch immer der Mount Everest des Segelsports. Die Bilder aus dem Southern Ocean mit mehr als 50 Knoten Wind und riesigen Wellenbergen sind episch und zeigen auf eine dezent bedrohliche Weise, wozu der Mensch außerhalb seiner Komfortzone fähig ist.
Ungläubig schüttelt der spätkapitalistische Mensch auf der heimischen Couch den Kopf (“Wie fliegen die bei dem Hack noch mit der Drohne herum?”) und stolpert beim Bierholen über die Schwelle.
Neu war in dieser Ausgabe, daß die letzte Etappe eine Ehrung von Teilnehmer-Yachten vergangener Ausgaben enthielt. Für selbige wurde die letzte Etappe von Göteborg um die Nordspitze Dänemarks nach Den Haag gesondert als “Legends Race” angeschossen und so kam es, daß sich zwei gute “Bekannte” aus der Hansestadt Rostock – die VO60-Racer “Glashäger” und “OSPA” (1) – an der Jagd um den Pokal beteiligten.
Da FleetMon schon seit einigen Jahren eine freundschaftliche Beziehung zum Betreiber “Saillution” hält (“Eine echt lustige Crew, außer Olli vielleicht…”) und schon vor einiger Zeit die “Glashäger” mit einem AIS-Transceiver unterstützte, entstand angesichts der Teilnahme am “Legend’s Race” der Plan, auch die beiden anderen Brenner mit so einem Transceiver auszustatten.Neben den UKW-basierten Transceivern und neuen Antennen wurden an Bord noch FleetMon-Satelliten-Tracker installiert, die eine gute Sichtbarkeit bei zu großer Landentfernung gewährleisten sollten.
Es folgte ein echt heißer Ritt mit ordentlich Wind und bis zu 7 Meter hohen Wellen, bei den VO60 gewann “Glashäger” und “OSPA” wurde hinter “Assa Abloy” Dritter und konnten gar den in der Vermessung leicht bevorteilten VO70-Racer “Green Dragon” im Kielwasser lassen.
Das Beste: Alles ist heil geblieben. Bis auf ein verdrehtes Knie blieben alle gesund. (2) Die Fleetmon-Tracker zeigten eine exzellente Performance und machen Lust auf mehr…
During May 2018 1,777 Oil & Gas vessels were assessed by IMRRA.
100 vessels with 784 deficiencies were identified as vessels with poor PSC Inspection results (equal to five or more deficiencies),
and 16 vessels were detained.
IMRRA’s May 2018 Data Summary
| ||May |
|Tanker screenings ||1,777 |
|Vessels Assessed DWT ||94, 573, 785 |
|Above Ave. Risk Rating Vessels ||575 |
|Below Risk Rating Vessels ||1,202 |
|Average Risk Rating ||34% |
|Minimum Vessel Risk Rating ||20% |
|Maximum Risk Rating ||64% |
|Casualty Incidents (from screenings) ||27 |
|Vessels with 5 or more PSC deficiencies ||100 |
|Total Deficiencies ||784 |
|Detentions Assessed ||16 |
As transport-related information is increasingly digitalised and standardised, ports have the chance to take on a key role as digital hubs. As reported in our blog entry on April 19, the process of digitising trade documents is finally moving forward as key players launch blockchain-based initiatives. Now experts predict that before long, digitised information flows within the shipping sector will be integrated into other parts of the overall logistics chain. The experts in question are heading Port CDM (Port Collaborative Decision Making), a concept being developed under the auspices of the EU-funded Sea Traffic Management Validation project. A recent announcement from this project team indicated that a common messaging standard for port activity time stamps is being finalised with the help of the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA). Moreover, several ports are already testing Port CDM.
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.
A journey into the unknown. In April the North Sea is rough and cold. The average water temperature is settled at 8ºC, the wind blows with up to 60 knots and 11 meters tidal range isn’t extraordinary. Such a journey needs faith – into your boat and your companion.
On March 30, Yenzi Brüggemann and Raleigh Gambino are going to start their tour from Amsterdam heading towards Färöer, a small group of islands in the North Atlantic. That means two friends alone on a sailing boat in the middle of the ocean.
The goal is to make a documentary film about the adventure. That the journey already delivers a really good bonfire story is clear. But will the journey have enough material for a whole film?
To get the material that is needed, FleetMon, as a pioneer in AIS tracking worldwide, provides support for this project thru a Track-Map in combination with a GPS satellite tracker installed on board. The satellite tracker was mounted onto the sailing boat with a lot of duct tape and love in the middle of the bedroom directly under the nose hatch. Equipped with this you can always see where Yenzi and Raleigh are and also where they have been. A really great project we are proud of sponsoring.