First sighted in October 2016, those who monitor and are fascinated by the superyacht world were sent spinning! The sheer size of Al Lusail is the first thing one will notice and at 123 meters in length she can lay claims to being one of the 25 largest superyachts in the world.
Her styling is unusual and grabs one’s attention, described by Lürssen as sporty and aggressive. The exterior was designed by H2 Yacht Design the interior by March and White. She is now berthed in Kristiansand, Norway, somewhere that superyachts often sail to following delivery from European yards. The superyacht takes her name Al Lusail from a new city in Qatar and she flies the Qatari flag from her stern.
The Shipowners’ Club has issued a guidance note, regarding the reactivation process for a vessel following a period of lay-up. In the guidance note, Shipowners recognises no matter if it be an offshore or any other type of support vessel, reactivation and bringing back into service requires careful management in assessing the risks following a period of lay-up.
As explained, the vessel reactivation specifications should be defined based upon the following elements:
Powered by PBES, the Elfrida is the world’s first electric aquaculture support vessel
Plan B Energy Storage (PBES) has announced a milestone project in the aquaculture industry. The award of the contract for energy storage aboard the electric fish farm vessel Elfrida underscores the ongoing trend toward adoption of green technology in Norway.
“We see this as crucial preparation for a low-carbon future,” says Roger Bekken, Managing Director of Salmar, the vessel’s owner and leading Norwegian aquaculture company. “In keeping with our forward thinking management, and focus on operational efficiency, adding battery technology to our vessels brings cost savings and environmental stewardship together in one package.”
New salmon processing and transportation vessel for Hav Line AS, Norway, is the world’s first of its kind with a hybrid/battery solution
Technology group Wärtsilä has been contracted to deliver the ship design for a new processing and transportation vessel to be built at the Balenciaga shipyard in Spain on behalf of Hav Line AS of Norway. In addition to the design, Wärtsilä will also supply an integrated solution comprising a 10-cylinder Wärtsilä 31 main engine, auxiliary engines, propulsion machinery, the propulsion remote control system, and the electrical & automation system. The delivery of the Wärtsilä solutions will be during autumn 2017 and the vessel is scheduled for delivery in summer 2018.
Notable environmental gains are made possible by a Wärtsilä hybrid propulsion solution supported by batteries, which results in very low emission levels. This is the world’s first processing and transportation vessel for the fish farming industry to utilise this solution. By absorbing most of the engine’s load fluctuations and vessel load variations through batteries, the engines can be operated close to its optimum design point, thereby providing the highest level of efficiency, which in turn minimises the exhaust emissions. Continue reading “Salmon processing and transportation vessel set to be the world’s first with a hybrid battery solution”
Impression of the new Harbour tug to be powered by Rolls-Royce MTU engines. Image courtesy of Rolls-Royce
Rolls-Royce and Sanmar Shipyards in Turkey have signed a contract for the delivery of eight MTU engines 4000 engines Series 4000 for four new terminal tugs, including an option for a further four engines. The tugs will each be fitted with two 16V 4000 M73L MTU engines, each delivering an output of 2,700 kW (at 1,850 rpm). The MTU brand is part of Rolls-Royce Power Systems.
Ali Gürün, Projects Director of Sanmar Shipyards, commented: “We were impressed by MTU’s technical support, the service and the reliability of the MTU engines, which is why we will also be equipping our new Robert Allen/ Rastar 2900sx tugs with MTU engines.” Sanmar and MTU have been working closely together since 2009.
Blohm+Voss set to roll out its new Hull Treatment Carrier process
Blohm+Voss is, exclusively, the first European shipyard to launch state-of-the-art technology for the coating of hulls developed by Hubert Palfinger Technologies (HPT). The new, cost-saving process, the Hull Treatment Carrier, sets new standards in quality and efficiency and makes a sustainable contribution to environmental and occupational safety. Hull Treatment Carrier is now available to Blohm+Voss customers for all repair and refit projects.
Removal with high-pressure water up to 3,000 bar, automated application up to 1,200 m. per hour per Hull Treatment Carrier, up to 30 percent less coating needed – Blohm+Voss, in cooperation with Palfinger, is setting the stage for new standards in the refit and repair sector by introducing to the market a new Hull Treatment Carrier system for surface treatment and colour application.
Early on 9 April 2016, the fishing vessel Louisa foundered, with the loss of three lives, while anchored close to the shore in Mingulay Bay in the Outer Hebrides.
The skipper and crew, who had been working long hours before anchoring late the previous evening, had woken suddenly as the vessel was sinking rapidly by the bow. They were able to escape to the aft deck, activate the emergency position indicating radio beacon (EPIRB), and to don lifejackets. However, they were unable to inflate the liferaft as they abandoned the vessel.
The US Coast Guard has confirmed that from 20 July 2017 a portion of Subchapter M is now fully operational for towing vessels with keels laid, or major conversions on or after July 20. These vessels are now required to meet 46 CFR Subchapter M and must obtain a Certificate of Inspection (COI) prior to operating.
Additionally, starting July 20, 2018, a portion of existing towing vessels will have one year to meet all of Subchapter M and obtain COIs. As discussed in Subchapter M, owners or managing operators of more than one existing towing vessel, required to have a COI, must ensure that each existing towing vessel under their ownership or control is issued a valid COI, according to the following schedule: Continue reading “USCG announces Subchapter M for towing vessels now opertational”
Bart’s Bash registration is now open for the 2017 sailing event on 16/17 September
The Andrew Simpson Foundation, the UK-based Sailing Charity with a global reach, sits at the epicentre of the unique annual sailing event, the biggest sailing event in the world, Bart’s Bash, which this year takes place over the weekend of 16-17 September.
The Bart’s Bash team is already busy fine-tuning plans to promote Bart’s Bash at Lendy Cowes Week where on Monday 31st July, the Official Charity Day, they will be running the ‘Cowes Bash’, a race for all competitors. At registration they can get decals and buy their ‘Simpson Sunnies’ and everyone is encouraged to grab a pair and wear them on Charity Day. All the race results from the first race of the day will be pooled in the same way as for Bart’s Bash to identify an overall winner for the day.
Following on after racing, everyone is invited to join in at The Big Bash, a huge party in Cowes Yacht Haven starting at 7pm and designed entirely around putting the FUN into FUNdraising with Olympic medallist and DJ Mark Covell on stage as Master of Ceremonies!
Van Oord has been awarded the contract for Dubai Harbour marine works, a prestigious mega project in Dubai.
The project, which Van Oord carries out for Projects Link Contracting Co LLC, is the next step in achieving ‘Dubai Tourism Vision 2020’, Dubai’s strategy to attract 20 million visitors per year by 2020. A strategy to which Van Oord has contributed since 2001 by building amongst others Palm Jumeirah, The World and many other artificial islands.
Dubai Harbour is set to span 185 hectares, and will include berths for 1,400 boats and a cruise terminal. Execution will take place from September 2017 to May 2019.
Uniesse Marine Group, LLC, a Miami-based luxury motor yacht company, announced the acquisition of the assets of Uniesse Marine S.P.A. of Italy. Terms of the transaction are not disclosed.
Uniesse is at the upper echelon of the world’s leading semi-custom luxury motor yacht brands, with more than 500 yachts sold around the world for over a quarter-century. The acquisition was led by Miami based SMB Investor, David Schwedel. The company will be operated by both David Schwedel and Rafael Barca.
Michael F. Merlie is a partner at the law firm Gawthrop Greenwood, PC
The general public is well aware of the continuing development of autonomous ships. The media constantly provides stories on the advances of these self-driving cars, trucks and cabs. Autonomous vehicles are expected to increase safety while also resulting in significant cost savings in the transportation of goods.
While not receiving the same amount of media coverage, the technology for autonomous ships is also rapidly developing. Earlier this year, a Norwegian partnership announced plans to build the world’s first fully-autonomous containership. The goal is for manned voyages to begin in 2018, with unmanned voyages to begin in 2020.
Rolls Royce has been a leader regarding the technology developments for autonomous vessels. Earlier this year, it announced its collaboration with a Finnish ferry company in developing an intelligent awareness system for vessels. Rolls Royce expects to have the intelligent awareness system commercially available by the end of this year. The company also has a goal of an autonomous vessel in commercial use by the end of the decade.
As with vehicles, the proponents of autonomous vessels tout improved safety as one of the primary benefits. In addition, cost savings are predicted through reduced crewing requirements, and improved predictive maintenance of vessels and equipment. Critics do not believe that unmanned vessels can ever be safely operated and question the ability to perform emergency onboard repairs and the ability to respond to other unexpected developments at sea.
For the maritime industry, much of the technology necessary for autonomous vessels is already in place but continues to be adapted. Not surprisingly, the regulatory bodies are moving at a slower pace. While there is debate on the extent of change necessary for the regulation of autonomous vessels, certainly some challenges will be presented.
How much regulation is necessary?
The extent of regulatory change will depend on the level of autonomy permitted. Lloyd’s Register has published classification guidance for six autonomy levels. The guidance is intended to provide designers, builders and operators with clarity on identifying the desired level of autonomy. The first three levels all require that navigational technology is on a manned vessel to provide support in decision making. The next three levels all involve unmanned vessels with different levels of remote operation, including complete autonomy. The remote operation includes shore-based operators who can intervene when notified by the navigational system.
National vs. international regulations
Vessels are generally subject to two regulatory authorities. There is national regulation for domestic trade with the International Maritime Organization (IMO) responsible for regulation of international trade. The IMO has begun evaluating the need for modified regulations for autonomous ships in international trade. The international regulations require multilateral agreements among the various countries participating in a particular trade. The expectation is that any revisions to IMO regulations could take up to ten years due to competing interests.
As a result, most of the projects currently underway with fully autonomous ships are intended for national waters under national regulation. A particular nation can permit their use prior to adoption of international regulations. European countries are taking the lead in this regard.
Still under scrutiny
There is no clear consensus on what, if any, new or modifications to existing regulations are necessary. However, certain areas have garnered scrutiny. The crew of an autonomous vessel is not clear. Is a remote operator a member of the crew who needs to be licensed? Who is the captain of an autonomous vessel?
Another area of particular importance will be modifications to collision regulations. The existing regulations have standardized rules including when the ships are in sight of each other. These regulations do not contemplate autonomous vessels and will almost certainly need some revision. Rules on the obligations and responsibilities between manned and unmanned ships will need clarification.
The pressure for modification of regulations will only increase with the inevitable technological advancements. The scope of those modifications will be based in large part on the permitted level of autonomy for vessels. Maritime law is one of the oldest and most settled areas of law in the world, successfully adapting from sail to steam and beyond. There is no doubt the same will hold true for autonomous vessels but expect some interesting developments.
About Michael F. Merlie
Michael F. Merlie is a partner at the law firm Gawthrop Greenwood, PC. He specializes in admiralty and maritime law, as well as business law, financing, secure transactions, mergers and acquisitions, and real estate law. Click to reach Michael by email or call him on 001 610-696-8225.
About Gawthrop Greenwood
Gawthrop Greenwood, PC has offices in West Chester, PA and Wilmington, DE serving clients throughout the greater mid-Atlantic region and nation. For more than a century, the firm has stood behind its core principle of providing high-quality legal services with personal attention. Gawthrop Greenwood’s diverse portfolio of clients comprises entrepreneurs, businesses, and governmental entities that entrust the firm with their representation in a wide range of matters including mergers and acquisitions, commercial litigation, estate and tax planning, land use and development, and domestic relations. A complete listing of the firm’s practice areas and attorneys, as well as a variety of legal resources, can be found on the Gawthorp web site.
