Associated British Ports

The main purpose of the paper is familiarization with the matter of most crucial aspects of the minimum under keel reserve for the sea-going ships navigating on the restricted tidal waters. For the purpose of this paper, river Humber was used as good example of high tidal range in conjunction with variety weather conditions encountering in this area affecting the tides. The Author made use of his research and job experience as the pilot, closely co-operating with other authorities, e.g. Vessel Traffic Service (VTS) Humber, local Hydrographic Department as well as Maritime Coastguard Agency (MCA) and Maritime Accident Investigation Bureau (MAIB). The extensive statistics of groundings and near miss situations, in connection with in-depth analysis will be due to presented with conclusions and proposals of sorting out some problems. The new concept of Dynamic Under Keel Clearance DUKC (R) software with the trials assessments will be widely put forward in compare with currently utilizing tools and software by VTS and Ships' Traffic Centre.

At a consolidated company level, movements of all the company's business currencies against the reporting currency have an impact on the reported profit/loss and cash flow. At an entity (foreign) level, results are measured in the functional currency. This article addresses the issue of currency risk in a multinational company, where the ultimate goal is to protect shareholder value. The idea is to create, at company level, a global portfolio of forecasted cash flows per currency. The impact of hedging the global portfolio of cash flows against the reporting currency is studied in the light of FAS 133. A distinction is made between the impact on cash flow, profit/loss, and comprehensive income. Several alternative hedging strategies are discussed as well: entity level hedging of foreign currency cash flows against the functional currency, and entity level hedging in combination with company level hedging. Global portfolio hedging of foreign currency cash flows against the reporting currency at company level is recommended.

Sustainable development to combat climate change is arguably one of our biggest global challenges. Across Europe, all types of stakeholders are looking for cost-effective ways to reduce CO2, as well as curbing local emissions, such as noise, NOx, SO2 and particle emissions to create a healthier environment especially in cities, where thousands die every year due to respiratory diseases. The general anxiety in the population is reflected in a recent article in the Guardian: “I don’t want ships to kill me: Marseille fights cruise liner pollution”.1 One possible major game changer, which could dramatically reduce both global greenhouse effects and local pollution, is to use electric shore powering for ships when they are at berth. This is often referred to as ‘cold ironing’ or ‘shore side electricity’. We contend that there are real benefits in using the digital data sharing concepts of Port Collaborative Decision Making (PortCDM), which is one of the enablers of the Sea Traffic Management (STM) concept, as part of the future implementation of cold ironing. The digital data sharing under PortCDM, which is further explained below, can support the coordination and synchronization of cold ironing by ensuring the synchronization of the requirements of both the shore and ship infrastructure and power availability. The term ‘eBerthing’, defined as cold ironing supported by digital data sharing as suggested in this concept note, may be considered in future. Today, cold ironing is technically feasible. 2 All ships use electricity for communications, lighting, ventilation, cooking, heating, operation of pneumatic/hydraulic/electrical systems and other on-board equipment. Currently, most ships use boilers or generators burning conventional fuel (marine diesel oil) to provide this electricity, though some new cruise ships are being built to use LNG, which is less polluting. At the same time, many, if not most ships have facilities to receive electricity from shore, but cold ironing for most commercial ships is still very much in its infancy. As we shall discuss later, this is in large part due 1 https://www.theguardian.com/world/2018/jul/06/i-dont-want-ships-to-kill-me-marseille-fights-cruise-liner-pollution 2 https://www.portauthoritynsw.com.au/sustainability-and-environment/air-and-noise-emissions/shore-power-study/ AND https://www.lighthouse.nu/sites/www.lighthouse.nu/files/elektrifiering_webb.pdf 18th of October 2018