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.: 4-Mar-2016 :. Search News
Displaying 1 to 3 of Records.
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Warning: Rogue Wave Ahead - Predicting the Ship Killing Waves
Rogue waves are real sea monsters. Rising many times higher than surrounding waves, they have the power to sink ships and to cripple offshore platforms. Recently, engineers from MIT have developed a new means of predicting the formation of rogue waves, which may give mariners a two to three-minute warning before one of the monster wave hits.

Whether or not the new application proves to be practical, our understanding of rogue waves has undergone a remarkable and rapid evolution over the last twenty years - from a widespread denial that rogue waves even existed to a growing understanding of how to cope with these infrequent but all too often deadly waves.

For centuries, those sailors who survived an encounter with a rogue wave told of the incredible size and crushing power of these monsters. But in most cases, no one believed them. Captains, who had never seen such a wave, were skeptical and thought that the accounts were just tall tales or another captain making excuses for poor ship handling.

In the 20th century, science only added to the skepticism. Oceanographers' mathematical wind and wave models were generally very accurate and they predicted that such extreme waves would happen only once every ten thousand years or so. Obviously, the sailors' tales of rogue waves were exaggerations or just wild sea stories. Rogue waves were officially a myth.

Then, the world changed on New Year's Day, 1995, when a huge wave struck the Draupner Platform in the North Sea. The platform was equipped with a downward-pointing laser sensor which accurately recorded the height, shape and speed of the wave. The wave the sensor recorded was exactly the size, shape and speed of the rogue wave that sailors had described for so many years. Scientists announced what many mariners already knew. Rogue waves are indeed real.

Within about five years, scientists learned that while rogue waves are not common, they are by no means rare. Around 2004, the European Space Association's (ESA) European Remote Sensing (ERS) satellites observed more than ten rogue waves during a three-week period, while the satellites were scanning ten-by-five-kilometer (six-by-three-mile) patches of the sea surface every 200 kilometers.

But how are these waves created? According to the wind and wave model used by most oceanographers, they simply do not and cannot exist. And yet, they obviously do. Physicists turned away from the well behaved Newtonian physics of the wind-wave model and looked to wilder realms of quantum mechanics, specifically a derivative of a nonlinear Schrodinger wave model. Schrodinger may be best remembered for his famous cat, but one version of his wave model could be used to recreate the size and behavior of rogue waves. The physicists found that, in a wave train, one wave under certain circumstances could take energy from the adjacent waves and grow to remarkable heights, becoming a ship-killing rogue wave.

Once the mechanism for the creation of rogue waves was better understood, a group of engineers at MIT began working on a way to predict their occurrence. Initially, it looked like the calculations were far too complex and complicated to provide useful data for mariners. Now a team of MIT engineers led by Themis Sapsis, an Assistant Professor of Mechanical Engineering at MIT and former postdoctoral student, Will Cousins, have developed a simpler way to estimate which wave groups have the highest probability of developing a rogue wave.

"Using data and equations, we've determined for any given sea state the wave groups that can evolve into rogue waves," Sapsis says. "Of those, we only observe the ones with the highest probability of turning into a rare event. That's extremely efficient to do."

The algorithm is said to be capable of providing a several minute warning to officers on ships or drilling platforms that a rogue wave is forming. To make it work, the ship or platform would need high-resolution scanning devices such as LIDAR or advanced radar to scan the surrounding waves. Additional research and testing will be required, but the initial work appears promising.

Sapsis and Cousins have recently published their results in the Journal of Fluid Mechanics. Their research was supported in part by the Office of Naval Research, the Army Research Office, and the American Bureau of Shipping.

Posted On:4-Mar-2016



Credits: gcaptain.com

Shipping Corp and Dredging Corp will have to buy only Indian ships from 2025
State-owned firms such as Shipping Corporation of India Ltd (SCI) and Dredging Corporation of India Ltd (DCI) and other government departments and agencies will have to buy only Indian-built ships from 2025 onwards when a ten-year financial assistance scheme approved by the cabinet ends.

This stipulation forms part of the draft guidelines written by the shipping ministry outlining the criteria for evaluating and awarding new shipbuilding orders including criteria for evaluation of bids by local shipyards for implementing the financial assistance scheme.

India has a shipping fleet of 1,246 ships with dead weight tonnage (DWT) of 15.37 million (10.45 million GT), with Shipping Corporation having the largest share of around 36%.

The existing Indian fleet is ageing, with the average age increasing from 15 years in 1999 to 17.89 years on 31 December 2015 (42.42% of the fleet is over 20 years old and 12.43% in the 15-19 age group), according to the Economic Survey for 2015-16. "Therefore, there is urgent need to increase India's shipping fleet. With asset prices currently being serendipitously low, the time is right to acquire new generation ships to replace ageing ones", the Survey said.

The financial assistance to shipbuilders-both state-owned and private-will be valid for a 10-year period beginning 1 April 2016, scaling down the quantum by three percentage points every three years, starting with 20% during the first three years, 17% for the next three years, 14% for the next three years and 11% in the 10th year.

The quantum of assistance will be calculated at the applicable rate of financial assistance taking into account the lowest among the contract price, fair price, base price, or, actual price.

In case of a contract obtained through global tender or competitive bidding, the fair price shall be equal to the contract price.

The shipbuilding policy also grants a so-called right of first refusal to Indian shipyards on government purchases and ship repairs, whereby local shipbuilders can take up state-funded contracts/works by matching the lowest price quoted by overseas entities in a public auction.

Local shipbuilders say that the government should incentivize private fleet owners to buy/build ships in India.

"The policy of first right of refusal would help Indian ship yards," says Madhu Nair, chairman and managing director of state-run Cochin Shipyard Ltd. "Such policies are followed in many countries. You can't force Indian private fleet owners to purchase ships from India. They have their business interests to protect. But the government could consider policies and grant incentives so that private ship owners are nudged into building in India," adds Nair.

In 2013, the shipping ministry tried to encourage a 'Buy India' framework for ship owners by stipulating that ships that are manufactured and registered in India will be given first preference for moving cargo on local routes.

India's coastal trade (moving cargo on local routes) is reserved for Indian-registered ships and foreign ships can be hired to operate in Indian territorial waters only when Indian ships are not available.

In a public tender, an Indian ship (owned by Indian entities and registered in India but not necessarily built in India) has a so-called right of first refusal to match the lowest rate quoted by a foreign flagship and take the contract, according to rules set by the directorate general of shipping (DGS), India's maritime regulator, to develop the local shipping industry.

If the right of first refusal is not exercised by Indian-registered ships that are not built in India, then preference was given to foreign registered ships that were manufactured in India, followed by ships purchased by Indian citizens, companies or co-operative societies through a so-called bare boat charter cum demise (BBCD) route, in that sequence.

The ministry sought to add a new category of ships to this list-Indian built, Indian flag vessels-that would be eligible to get first preference for the right of refusal for carrying Indian cargo.

The proposal to change the eligibility criteria for exercising the right of first refusal was aimed at creating a reliable market for local shipbuilders by incentivizing the purchase of ships manufactured by Indian shipyards.

The plan was, however, put on hold following protests from local fleet owners.
Source: Livemint

Posted On:4-Mar-2016



Credits: www.hellenicshippingnews.com

IMO Secretary General: Sub-Committee on Navigation, Communication, Search and Rescue (NCSR), 3rd session, 29 February-4 March (opening address)
Good morning, distinguished delegates,

I am very pleased to welcome you all to the third session of the Sub-Committee on Navigation, Communications and Search and Rescue. As you are aware, this is the first session of NCSR during my tenure as Secretary-General, and I am very determined to build on the good work of my predecessors and I know I can count on the support of the IMO family as we work together toward our shared objectives. I am very fortunate to be supported by the very competent staff of the Secretariat, and in terms of NCSR my special recognition goes in advance to the Director of the Maritime Safety Division and his staff for all their good work in preparing for this meeting.

I am of the firm view that IMO's core goals can only be achieved when all Member States join together to implement IMO standards properly. To this end, I want to act as a bridge among Member States to ensure communication and understanding. While continuing with IMO's vital and necessary function of rule-making, I will ensure that utmost focus is placed on improving implementation at a global level.

I find that better communication is especially pertinent point today as I address the NCSR Sub-Committee. Many of your delegations here today prove the importance of communication, as government agencies from the shipping, radiocommunications and environmental branches come together to make decisions that have to take both the necessary minimum safety standards and the shipping industry's needs into account.

Today, I would also urge you to think about communication amongst yourselves. Use this opportunity, while you are here in London, to speak to colleagues from Member States and NGOs and observers to share knowledge and information. Getting a better understanding of the circumstances in different countries and industries, will lead you to make better and sounder decisions.

I also want to raise IMO's profile around the world, promoting the Organization as the single, global body for maritime policy and regulation. This will also lead to increased focus on the importance of the shipping industry.

***

As I am sure some of you know, the United Nations Secretary-General visited IMO Headquarters just about a month ago. When he addressed delegates and IMO staff here in this hall, he - among other things - said, and I quote:

"Every country relies, to some degree, on selling what it produces and acquiring what it lacks. Shipping connects buyers and sellers across the world. It transports the commodities, fuel, food, goods and products on which we all depend. Shipping is indispensable." End quote.

Shipping and international trade have always grown hand in-hand. Shipping - as the only truly cost-effective, energy-efficient and sustainable means of transporting goods and commodities in bulk - has become truly indispensable to the world.

Seaborne trade continues to expand, bringing benefits to consumers across the world through competitive freight costs.

This is why, the IMO Council has decided that Theme of the World Maritime Day 2016 should be "Shipping: Indispensable to the world".

This year's theme was chosen to focus on the critical link between shipping and global society and to raise awareness of the relevance of the role of IMO as the global regulatory body for international shipping.

This is a message that needs, and deserves, a wider audience. Almost everyone in the world today relies on shipping to some extent - but very few are aware of it. But, now that the United Nations Secretary-General has highlighted it, maybe we will have an easier time bringing this message to the world.

This year, World Maritime Day will be celebrated at IMO Headquarters on Thursday, 29th September, and the annual parallel event will be held in Turkey in November.

***

Distinguished delegates,

You have a lot to do this week, and I will not take up your time telling you about what you are about to embark on.

But allow me to highlight one matter in particular, namely the completion of the review of the GMDSS. This week, you are expected to finalize the Detailed Review of the GMDSS. This will conclude discussions of 7 years, since the initial discussions took place at COMSAR 13 in 2009. The finalization of the review of the GMDSS is crucial to initiate the next phase of the project, namely the development of the Modernization Plan. It is important for all stakeholders to ensure that the project is completed within the time frame set out in the revised plan of work. According to the plan of work, the Modernization Plan should be approved by MSC 99 in 2018. Therefore, we would like to encourage you to complete the review of the GMDSS at this session.

You have many other important issues before you this week, ranging from matters related to ships’ routeing, recognition of Galileo and Iridium, LRIT, e-navigation, harmonization of aeronautical and maritime search and rescue - and much more.

***

Distinguished delegates,
[Before I finish, I would like to inform that I, as are many others, were saddened to learn of the passing of Captain Norman Cockcroft in December last year. Captain Cockcroft was a true expert on the International Regulations on Prevention of Collisions at Sea, and the much respected co-author, along with Captain Jan Lameijer of the Netherlands, of the authoritative text on the Collision Avoidance Rules. His contributions to the Sub-Committee on Safety of Navigation were many, and they were always delivered with patience and grace. With Captain Cockcroft's passing, we have lost not only an expert in a field we all respect, we have lost a friend. He will be missed and long remembered.]

***

I am confident that you will tackle the tasks before you successfully, inspired by the customary IMO spirit of cooperation. Thanks to all the preparatory efforts and the Sub-Committee's overall record of effectively dealing with any challenges deriving from its agenda, I trust that, under the able leadership of your Chairman, Mr. Ringo Lakeman (from Netherlands), you will make sound, balanced and timely decisions on which to base your advice to the Maritime Safety Committee. I am confident you will pursue your objectives vigorously and diligently. As always, the Secretariat will be standing by to give you all the support as necessary. I wish you every success in your deliberations and the best of luck.

Finally, as is customary, I would like to remind you that the Secretariat will host a cocktail reception after the close of business this afternoon to which all of you are cordially invited and I believe it will be a nice opportunity to share and exchange your views over rounds of wine.

Thank you.
Source: IMO

Posted On:4-Mar-2016



Credits: www.hellenicshippingnews.com
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