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.
Flag of convenience shipping poses risks to national security is the finding of the Australian Senate inquiry
Strong words and opinions have resulted as a consequence of the Australian Senate inquiry, which finds flag of convenience shipping poses serious risks to national security. Flag of convenience shipping refers to international trading vessels that are registered in tax havens such as Liberia, Panama and the Marshall Islands and are renowned for their lax labour laws, poor investment controls and lack of ownership oversight.
The Australian border force submission noted that, while most of legitimate sea trade is conducted by ships with flag of convenience registration, there are features of flag of convenience registration, regulation and practice that organised crime syndicates or terrorist groups may seek to exploit. These features are: Continue reading “Australian Senate finds flag of convenience shipping poses risks to national security”
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.
Researchers at the Tel Aviv University’s School of Zoology have published a new study recently demonstrating the ecological threat posed by biofouling. Their analysis found that half the ships passing along the Mediterranean coast of Israel are carrying potentially invasive ascidians on their hulls, among other organisms picked up from around the world.
“These ascidians are passing through the Suez Canal, latching onto ropes and the bottom of the ship. They’re filter feeders, so they cover and clog every surface they latch onto, creating a lot of drag for the ship and damaging marine biodiversity in their new environments. They’re a major threat to our coasts and are very costly to shipowners,” said TAU’s Dr. Noa Shenkar, who led the research.
Naval architect Greg Marshall predicts the technology for 3D printed yachts and superyachts could be available by 2030. Entire superyachts and their interiors could be created by 3D printers, using more efficient materials for stronger and more affordable designs.
Already used across many industries, 3D printing is currently used in the maritime industry on a relatively small scale, but could soon revolutionise and dominate the industry. Next generation 3D printers are due later this year, which will have the ability to print large scale parts.
Royal Huisman has confirmed that construction of an 81m (266ft) three-masted schooner, said to be the largest aluminium yacht ever build, has begun at its world class yard in Vollenhove, Netherlands.
The project, for an Asian client, is by the joint team of Royal Huisman, Dykstra Naval Architects, designer Mark Whiteley and Bart Kimman of Northrop & Johnson Asia.
Design work has taken a year to complete with Royal Huisman’s largest shipbuilding hall also upgraded as part of the preparations.
The US National Transportation Safety Board (NTSB) has determined the probable cause of the engine room fire on the Carnival Liberty as improperly tightened bolts on a fuel inlet flange.
On the morning of September 7, 2015, the Liberty was alongside at the Charlotte Amalie cruise terminal on St. Thomas, US Virgin Islands. At 1133 hours, fuel pressure alarms and fire alarms went off for the Liberty’s #4 diesel generator, located in the aft engine room. The third engineer activated the space’s HI-FOG fire suppression system within one minute of the alarm, and the second engineer switched the ship’s electrical load over to the #2 generator, which is located in the ship’s forward engine room. Shortly thereafter, the chief engineer arrived at the control room and authorized the closure of fuel and lube oil shutoff valves for generators #4-6. By 1137, the engineering team had also closed off fans and dampers to the aft compartment.
Much publicity has accompanied the story of Allseas’ giant decommissioning and pipelaying vessel Pioneering Spirit. After a test heavy lift and first commercial removal of Repsol’s Yme platform in the Norwegian North Sea it has more than passed its first real test with removal of Shell’s 24,200t Brent Delta platform topsides. Now details about its part in the record-breaking lift of this decommissioned oil platform topside have been revealed by Kotug International BV.
Five years of engineering and study work preceded the operation yet it took a mere ten seconds for Pioneering Spirit to heavy lift the topside clear of its jacket. Preparations included strengthening the topside’s under-deck and the cutting of the connection between the two.
Schottel has further expanded its portfolio with the addition of a new underwater mountable thruster designed for offshore vessels, rigs, cable laying vessels, offshore construction and crane ships.
The 5.5 MW SRP 800 U rudder propeller is a underwater mountable thruster that can be installed afloat and is ideal for vessels that cannot be docked easily due to their size or area of operation.
“As a result of customer requests, Schottel decided to further develop the robust, well-proven rudder propeller technology in the power range up to 5.5 MW,” said Roland Schwandt, sales director tug & offshore energy, Schottel.
Rolls-Royce is involved in a subsea crane refit that can handle both wire and fibre
A refit that’s turning a PSV into a ROV support vessel is taking advantage of a very new subsea crane that can handle both wire and fibre, providing flexibility in a challenging market.
The 76.7m platform support vessel CBO Manoella is one of a pair that’s being transformed into RSVs. As a Rolls-Royce UT715 design that first went into service in 2009, this vessel isn’t exactly old: however the market has changed dramatically during its lifetime. Despite that, this series of ‘North Sea standard’ PSVs were designed to be practical, flexible workhorses with a fair sized deck and good sea keeping characteristics, so it’s no surprise that Manoella’s adaptability has found it work in other segments.
Fifteen years after she officially opened the restored Forth & Clyde and Union canals, the Queen has returned to Scotland’s waterways for the naming of the country’s newest navigable link as the Queen Elizabeth II Canal.
The Queen and Duke of Edinburgh boarded the Seagull Trust’s barge Wooden Spoon Seagull to lead a flotilla along the ¾ mile length of canal, built as part of the £25m Helix Park regeneration of ex-industrial land between Falkirk and Grangemouth.
A purpose designed 14m catamaran will allow Teignbridge Propellers to test propeller efficiency
Teignbridge Propellers received a £3m grant to research propeller efficiency last year with much of the work to be carried out from a new vessel due to be launched later this summer.
The grant to Teignbridge Propellers from the Energy Technologies Institute (ETI) comprised 50% from industry finance and 50% from the UK Government and will enable the company to look for energy and CO2 savings of 8% in the UK’s heavy-duty vessel fleet.
Testing of a range of propellers for various vessels is due to begin in the Autumn. And while initially this will be for ships, the efficiencies will inevitably filter down to the pleasure industry says Teignbridge Propellers MD Mark Phare.
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.
