The Canadian Senate is giving consideration to legislation — Bill C-48 — that would prohibit large tankers carrying crude and heavy oils from stopping, loading or unloading at ports in northern B.C.
The area covered by the proposed ban would extend from the Canada-Alaska border to the northern tip of Vancouver Island.
“Such a dramatic step could lead to serious concerns being raised by Canada’s international trading partners,” Simon Bennett, ICS Deputy Secretary General, said.
“The proposed moratorium does not seem to have been developed through an evidence-based process and we fear it could establish a dangerous precedent that might be copied elsewhere, including by individual U.S. States, with the potential to impact greatly on the efficiency of world trade, as well as that of Canada,” he added.
This legislation, tabled in the Canadian parliament in May 2017, is currently being reviewed by a standing committee of the Senate of Canada.
As informed, the purpose of the bill is mitigating the risk of oil spills. If Bill C-48 passes, the new law would protect Haida Gwaii, Queen Charlotte Sound, Kitimat, Prince Rupert and many other areas from the risk of a major spill.
However, the legislation recognizes that coastal communities depend on some of these crude oils and therefore allows for the continued shipment of smaller quantities. Ports in southern British Columbia, where the marine safety system is more robust, will, as before, remain open to tanker traffic and smaller tankers will still be allowed to service B.C.’s northern communities.
Furthermore, energy products that dissipate more quickly through evaporation, such as liquefied natural gas, would be exempted from the ban under the proposed law.
ICS, which represents the world’s national shipowners’ associations and 80% of the world merchant fleet, also reflected on an “impressive” environmental record of the shipping industry, especially the tanker sector. On average, worldwide, there are currently fewer than two significant oil spills — over 700 tons — per year, compared to 25 such incidents per year thirty years ago, despite a doubling of the amount of oil transported by sea.
Alphaliner’s survey of the 10 largest container ports in the US showed that the total laden imports grew by 6.2% last year to reach 20.66 million TEU while total laden exports grew by only 2.1% to 11.06 million TEU.
The total number of empty containers handled at the 10 ports surveyed increased to a record of 10.89 million TEU, growing by 5.6% in 2018 with the incidence of empty container handling reaching an all-time high of 25.6%.
“The imbalance was especially pronounced in the second half of last year, at a ratio of more than 2-to-1, despite the imposition of various import tariffs by the US during 2018. Instead of curbing imports, the tariffs have had the opposite effect as importers front loaded cargo in anticipation of higher tariffs that were supposed to be imposed on Chinese imports, while demand for US containerised exports remained largely stagnant,” Alphaliner said.
The planned increase in imports tariffs from 10% to 25% on USD 200 billion worth of Chinese imports, originally scheduled to be imposed from January 1, 2019, have now been postponed twice.
Alphaliner added that significant uncertainty over the development of transpacific trade volumes was one of the reasons why Maersk announced a downbeat guidance on earnings in 2019, pushing down its share price by over 12% last week.
Under the agreement with Lauritzen Kosan, the gas carrier division of Danish shipping firm J. Lauritzen, Teekay LNG’s seven modern ethylene gas carriers are scheduled to join the pool from March 1, 2019.
The vessels in question are the Camilla Spirit, Pan Spirit, Cathinka Spirit, Sonoma Spirit, Napa Spirit, Vision Spirit and Unikum Spirit, ranging from 5,500 cbm to 12,000 cbm. The ships were built between 2003 and 2011.
Together with Lauritzen Kosan’s 11 ethylene carriers, three ethylene carriers supplied by other owners, and Teekay LNG’s ethylene fleet, the Lauritzen Kosan pool would become one of the leading suppliers of ethylene carrying capacity in the smaller gas carrier size segment with a total of 21 units.
“We are proud to have Teekay LNG, a world leader in energy transportation, joining us in our strategy to service existing and new customers. This is an indication of our strong market position in the gas carrier industry,” Thomas Wøidemann, Lauritzen Kosan CEO, said.
The company’s net loss expanded in the fourth quarter of 2018 to USD 5 million, compared to a loss of USD 2.2 million reported in the same period a year earlier.
For the full year, MPC Container Ships’ net loss was at USD 1.6 million, shrinking from a loss of USD 2.5 million seen in 2017.
Revenue for the quarter reached USD 52.5 million, rising from USD 13.2 million seen in the same period in 2017. The company’s full year revenue surged to USD 183.5 million from USD 21.4 million reported in 2017.
“On the back of improved charter markets, revenues developed favourably in Q1 – Q3 2018. Contrarily, global trade tensions and political uncertainties led to a shift in sentiment in Q4 and earnings were affected by challenging shipping markets. Due to this and the company’s rapid ramp-up and expansion of operations, MPCC reports a net loss for FY 2018,” Constantin Baack, MPC Container Ships CEO, said.
Despite the geopolitical environment and charter markets having proven difficult also into 2019, Baack said that the company expects upticks in demand growth paired with limited supply growth for smaller vessel segments, in sum pointing towards a market rebalancing.
As of December 31, 2018, the company has acquired and taken over 69 container vessels, of which 61 are fully owned and 8 are operated in a joint venture.
“In 2018, MPC Container Ships grew and stabilised operations to become one of the world’ largest owners of feeder container vessels. We assumed ownership of an additional 40 vessels, propelling the fleet to 69 ships, and listed the Company on the Mainboard of the Oslo Stock Exchange,” Baack added.
Going forward, MPCC will maintain a low cash break-even, prudent leverage profile and capital allocation. As such, MPCC “is positioned to benefit from expected market improvements whilst we ensure manoeuvrability under current conditions,” Baack concluded.
FarSounder’s Forward-Looking Sonar (FLS) will be included on the new luxury expedition cruise vessel by Mystic Cruises, the World Explorer. This latest technology in navigation and obstacle avoidance will be a welcome addition to this state-of-the-art vessel.
The World Explorer will embark on a variety of unique voyages. Its journeys will include exploring the polar regions and many out-of-the-way places all around the world. This expedition ship will sail to places larger ships cannot navigate. Travelling to these unfamiliar parts of the ocean could often be risky. With FarSounder’s 3D FLS installed, the crew can rest easy knowing they have the latest technology aboard to mitigate these risks.
One of the ship’s captains, Captain Zakalashnnyuk, is looking forward to taking the helm on this “ultra well-equipped ship for an expedition and exploring style cruises. With the latest and more advanced equipment that was included in its construction, all the knowledge and sophisticated technical improvements developed over the last decade in the maritime industry are on board allowing us to feel like we are on the bridge of a large yacht.”
Having this innovative technology is a smart addition for this vessel. This allows for an endless array of destination possibilities. Mystic Cruises has taken steps above what regulations require to be aware of what is underwater ahead of the ship to ensure a safe voyage when travelling to the corners of the world.
Mitsui O.S.K. Lines, Ltd. (MOL) announced that MOL has been selected as a White 500 Company, in the large enterprise category of the 2019 Certified Health and Productivity Management Organization Recognition Program, a cooperative initiative by Japan’s Ministry of Economy, Trade and Industry (METI) and Nippon Kenko Kaigi.
The Health & Productivity Outstanding Entities Recognition Program examines enterprises for working to overcome health-related challenges in regional communities or for promoting health-conscious activities led by the Nippon Kenko Kaigi, and recognizes enterprises for outstanding efforts in health and productivity management. MOL received a high evaluation and placed in the top 10% among 1,800 enterprises responding to the health management survey that was used in the selection process.
MOL believes it indispensable to maintain and improve the mental and physical health of all executives and employees as part of its goal of “forging ahead to become the world leader in safe operation.” It has taken various measures to increase employees’ health consciousness and realize their disease prevention.
Main initiatives
Every division established a “Smart WORK Plan” to change workstyles toward “creation” of time, and in turn generate new value, while ensuring proper labor hours, and promoting workstyle management.
The health of all employees, including those at sea undertaking onboard duties and those work overseas, is supported from both physical and mental aspects in cooperation with industrial medical professionals, doctors in in-house clinics, clinical psychotherapists, public health nurses, and the Human Resources Division.
Health lectures with themes such as stretching, walking, sleeping, and meals, and health campaign were presented to improve employees’ health consciousness. MOL continuously supports the mental and physical health of every employee to create a sound, vital, innovative organization, aiming to realize an “excellent and resilient MOL Group that leads the world shipping industry.”
Gasum’s liquefied natural gas (LNG) bunker vessel, Coralius, made its 100th bunkering on February 21. Coralius is operating on behalf of Gasum (former Skangas) and the vessel mainly operates in the North Sea and the Skagerrak area.
The LNG bunker vessel Coralius celebrated a milestone at the end of February, as she completed her 100th bunkering operation in just 18 months. Coralius delivers LNG through ship-to-ship bunkering at sea and in port. This has significantly increased Gasum’s flexibility and responsiveness to vessels that require LNG but are unable to visit a terminal or a port. By making LNG more accessible to vessels, ship-to-ship bunkering also boosts efficiency.
“100 ship-to-ship bunkerings is a great milestone for Gasum as well as for our customers. With Coralius, we have been able to perform bunkering to different types of vessels, which is quite unique and demands us to be prepared for all types of vessels. The bunkering operations are swift and safe, and we have received great feedback from our customers. Coralius has definitely increased Gasum’s flexibility as an LNG supplier,” says Kimmo Rahkamo, Vice President, natural gas and LNG, Gasum.
In 2019, Coralius will perform more bunkering operations than in 2018. Gasum foresees an increase in the average amount of delivered stem, as it will perform bunkerings on shuttle tankers and other bigger vessels. Coralius has increased its efficiency due to LNG bunkering operations becoming faster – they are now nearly as quick as normal oil bunkerings, which has also increased customer satisfaction.
LNG marine fuel meets all current SOx (sulphur oxides) and planned NOx (nitrogen oxides) requirements. It eliminates particles and can reduce CO2 emissions by at least 20% compared to traditional fuels. LNG is suitable for all vessel types and it contributes significantly to a greener shipping environment.
Coralius was built by the Royal Bodewes in the Netherlands and is the first European built LNG bunker and distribution vessel. It is equipped with state-of-the-art LNG transfer equipment for bunkering and has a cargo capacity of 5,800 m3.
Nominations are now open for the International Seafarers’ Welfare Awards 2019, which recognise the best examples of seafarers’ welfare provision across the globe.
The awards, organised by the International Seafarers’ Welfare and Assistance Network (ISWAN), are the only awards in the industry which put seafarers’ voices at the centre.
This year marks a change in the selection process – not only will seafarers nominate their chosen ports, seafarers’ centres, shipping companies and welfare personalities; for the first time in the awards’ history, seafarers will judge the final shortlist and select the overall winners.
Roger Harris, ISWAN’s Executive Director of ISWAN, said: ‘We are excited to be doing things differently this year. We wanted to give seafarers even more of a say in deciding which companies, organisations and individuals are honoured with these awards, so this year seafarers will have the power to decide who will win. We want to showcase the best in welfare provision across the shipping industry, and who better to choose than seafarers themselves?’
Seafarers can nominate their welfare heroes at https://ift.tt/2EljVUp. Individuals and organisations involved with seafarers’ welfare can also nominate for the two Dr Dierk Lindemann Welfare Personality of the Year awards.
The shortlist will be announced in June, and the ceremony will take place at Inmarsat’s headquarters after their crew welfare event on Wednesday 11 September during London International Shipping Week.
ISWAN would like to thank our generous sponsors, without whom the awards would not be possible: Inmarsat, the International Chamber of Shipping, Wrist Ship Supply, Garrets, and MF Shipping Group.
Inland Waterways Authority of India (IWAI) and Indian Oil Corporation Limited (IOCL) signed a Memorandum of Understanding (MoU) today for jointly developing infrastructure for fuels, lubricating oil, LPG, Natural Gas and any other related fuel and gas for meeting the requirement of National Waterways.
The MoU will provide for an understanding over general modalities of mutual cooperation leading to addressing futuristic demand of any form of energy for Inland Waterways and associated services. It also covers the development of infrastructure for receipt, storage, dispensing and supply of fuels, lubricating oils, Liquefied Petroleum Gas (LPG) (for domestic & commercial use), Natural Gas (NG) and any other related fuel and gas. In addition to this, the MoU will also cover infrastructure development for setting up Consumer Pump (for supplying fuels to vehicles, locomotives, machinery & types of equipment etc.) and Retail Outlets (for fuel & gas) at Terminals/ Multimodal terminals. This will further lead to the development of business activities along the National Waterways.
IWAI and IOCL have agreed to conduct techno-economic feasibility studies for preparation of detailed land requirement, storage facilities and other supporting infrastructure with details of the cost. These studies will be based on the traffic potential, proximity to the local industries and waterways and its connectivity to railheads.
IWAI will extend all necessary assistance in sharing information, providing necessary inputs and available data/information relating to National Waterways and its terminals with IOCL for implementing projects. IWAI will also provide land to IOCL on long term lease basis for developing facilities at existing terminals within the approved guidelines of land lease policy of the Government.
As per the National Waterways Act 2016, 106 new National waterways have been declared in addition to existing 5 National Waterways. The development of a new National Waterways is being taken up in a phased manner based on the feasibility reports and DPRs. Also, the capacity augmentation of NW-1 has been taken up under Jal Marg Vikas Project (JMVP) with the technical and financial assistance of the World Bank. Under the JMVP, multimodal terminals are being developed at Haldia, Sahibganj, Varanasi and Intermodal terminals are being developed at Ghazipur and Kalughat. Also, Least Assured Depth (LAD) will be provided between Haldia and Varanasi for safe navigation of vessels.
The International Chamber of Shipping (ICS) has welcomed the decision in principle by the UN IMO that safety or operational concerns about the quality of low sulphur fuels may, in exceptional circumstances, be a valid reason for shipowners to be issued with a Fuel Oil Non Availability Report (FONAR) when the IMO global sulphur cap, requiring fuels to have a sulphur content of 0.5% or less, comes into full effect on 1 January 2020.
However, ICS is warning shipowners that this decision by an IMO Sub Committee last week should not in any way be regarded as a ‘free pass’ either to use or carry non-complaint fuel.
“FONARs remain a tool of last resort and are not something that a ship will be able to use routinely” said ICS Deputy Secretary General Simon Bennett. “The circumstances in which a FONAR can be used are very limited and conditions attached to their use will be strict. Shipowners still need to remain focused on doing everything possible to ensure full compliance in 2020.”
ICS says it is possible that in some ports worldwide shipowners may initially encounter quality or compatibility problems with the new 0.5% blended fuels which they may have intended to use. But ICS emphasises that the higher cost of alternative compliant fuels – including 0.1% distillates if these are the only other fuels available – will not be considered as a valid basis for claiming non-availability of safe and compliant fuel.
ICS reminds ship operators of its recently updated guidance on ‘Compliance with the 2020 Global Sulphur Cap’ which states that ships will be expected to bunker and use other compliant fuels including 0.10% Smax distillates in cases where 0.50% Smax fuels are unavailable. Exceptions to this option may only be accepted by Port State Control (PSC) authorities following consideration of the ability of the ship’s fuel oil system to safely store, process and consume other compliant fuels and the need for cleaning out the tanks of all remaining fuel residue prior to loading non-compatible alternatives into the same tank. In such cases, ship operators must ensure the availability of documentary evidence on board to prove these limitations during subsequent PSC inspections following the issuance of any FONAR.
ICS also warns that only the minimum possible quantity of non-compliant fuel should be bunkered if a FONAR is issued, as it is likely that any remaining non-compliant fuel will be required by PSC to be debunkered at the next port of call, and cannot be used on subsequent voyages.
ICS advises that a FONAR should not be considered as an exemption from the relevant sulphur limits. According to MARPOL, it is up to PSC authorities that receive the FONAR at the next port of call to take into account all relevant circumstances and the evidence presented to determine whether or not to detain the ship. PSC will also take into consideration the number of FONARs a ship has submitted in the past 12 months, as well as the number the operator has submitted for other ships in its fleet and whether other ships on similar voyages have submitted FONAR reports.
“Above all else, the onus will be on the ship operator to provide documentary evidence that every reasonable step has been taken to ensure compliant bunkers will be available in the planned bunkering port” Mr Bennett concluded.
ICS reiterates that shipowners must urgently prepare their ship specific implementation plans for 2020 using the IMO template adopted at the industry’s request, and the detailed advice already prepared by ICS which it is now updating again to take account of recent IMO decisions. This will be vital to reducing the possibility of teething problems or in the event of initial PSC difficulties due to factors beyond the shipowner’s control.
Expected to commence production in 2022, the FLNG unit will liquefy gas as part of the first phase of the Greater Tortue Ahmeyim project and be located on the Mauritania and Senegal maritime border.
FLNG Gimi is designed to produce an average of approximately 2.5 million tons of LNG per annum, with the total gas resources in the field estimated to be around 15 trillion cubic feet.
Concurrent with its entry into the LOA, Gimi MS has entered into a subscription agreement — subject to closing conditions — with First FLNG Holdings, an indirect wholly-owned subsidiary of Keppel Capital, in respect of their participation in a 30% share of FLNG Gimi.
As informed, Gimi MS will construct, own and operate FLNG Gimi and First FLNG Holdings will subscribe for 30% of the total issued ordinary share capital of Gimi MS for a subscription price equivalent to 30% of the project cost.
Construction of FLNG Gimi is expected to cost approximately USD 1.3 billion, excluding financing costs.
Keppel and Golar have previously partnered on the FLNG Hilli Episeyo, the world’s first FLNG conversion project, which has been a successful proof of concept as a quick and cost-efficient solution for monetizing stranded gas reserves. Hilli Episeyo has maintained 100% uptime since commencing commercial operations in June 2018 and consistently despatched two LNG cargoes each month.
“The potential of Golar’s floating LNG solution was reinforced by FLNG Hilli Episeyo’s proof of concept, Heads of Terms were agreed with BP and its partners in April 2018 and work has been ongoing via the previously reported Limited Notice to Proceed,” Iain Ross, Golar CEO, said.
“We are pleased to further strengthen Keppel’s relationship with Golar in capturing growing opportunities in the LNG space. This transaction reflects Keppel’s confidence in the prospects of the FLNG sector,” Loh Chin Hua, CEO of Keppel Corporation, commented.
“The Gimi investment can also be a seed asset for a possible infrastructure fund managed by Keppel Capital in the future. After the asset has been completed and de-risked, the 30% interest may be injected into Keppel Infrastructure Trust,” he continued.
With the funds from the subscription of shares by its shareholders, Gimi MS will acquire and own the Moss LNG carrier Gimi which will be converted into an FLNG vessel by Keppel Shipyard.
In December 2018, Keppel Shipyard received the limited notice to proceed from Golar to commence early conversion works. The carrier has been relocated from layup to Keppel Shipyard in Singapore where conversion works will soon start.
The technology group Wärtsilä has signed a long-term Wärtsilä Optimised maintenance solution with Japanese LNG shipowner Tokyo LNG Tanker Co. Ltd, a subsidiary of Tokyo Gas. The solution will support the customer in a range of maintenance needs for three LNG carriers powered by Wärtsilä 50DF dual-fuel engines. The agreement was signed in December 2018, and the order booked in January 2019.
The solution, the first of its kind between Wärtsilä and a fully owned Japanese marine customer, covers scheduled maintenance as well as dynamic maintenance planning inspections and spare parts. The optimised, condition-based maintenance provided by Wärtsilä will enable predictive assessments of servicing needs based on actual component performance, rather than conventional time-based scheduling. This reliability in equipment performance will support Tokyo LNG Tanker’s operations by eliminating the need for unexpected and unscheduled vessel repairs.
“Wärtsilä can provide maintenance on a wide scale that positions well with our needs,” says Hajime Adachi, General Manager of Engineering Department, Tokyo LNG Tanker. “We need a reliable lifecycle partner who can respond to our needs and enable us to operate as smoothly as possible. This is why we have chosen Wärtsilä as our maintenance partner.”
“Our agreement with Tokyo LNG Tanker is an important aid in ensuring their fleet availability and eliminating unexpected breakdowns. It will allow the customer to focus on their core business, and strengthen the reliability of their operations,” says John Sydney, Vice President, Middle East & Asia, Wärtsilä Marine.
The 165,000 cbm tankers are each powered by four 9-cylinder Wärtsilä 50DF and one 6-cylinder Wärtsilä 50DF engines. Wärtsilä’s global service network is the most extensive in the marine industry.
New Hydrographic Survey Vessel and Survey Motor Boats to boost mapping capabilities throughout the southern hemisphere. Kongsberg Maritime, through its Cape Town-based business partner Unique Group, has been selected to deliver a cutting-edge integrated hydroacoustic and bridge system technology package for The Replacement of the SA Navy Hydrographic Capability Project.
KONGSBERG technology will be used on a state-of-the-art new Hydrographic Survey Vessel being built by Southern African Shipyards (SAS) in Durban. Due for delivery in 2022, the new 95 metres long, 17.5 metres wide ship is billed as one of the most complex vessels to be built in South Africa and will replace the SAS Protea, which has been in service since 1972. Built to a VARD Canada ice-strengthened design, its top speed of 18 knots, 10,000 nautical mile range and 44-day mission endurance will enable high-quality mapping surveys throughout the southern hemisphere.
Kongsberg Maritime will deliver a turnkey survey package for diverse environments to the new ship, including: EM® 304 Deep Water Multibeam Echo Sounder, EM® 2040 Shallow Water Multibeam Echo Sounder, TOPAS PS 40 Parametric Sub-Bottom Profiler, EA640 Single Beam Echo Sounder, K-Sync Synchronisation System, MDM 500 Marine Data Management System and Seapath® 380-R3 Combined GNSS and Inertial Navigation System. Ensuring safe and efficient navigation and manoeuvring, as well as effective survey operations, the vessel will feature the K-Bridge Integrated Navigation System and K-Pos Dynamic Positioning.
Three Survey Motor Boats will also be delivered, all of which will be built in Cape Town and benefit from KONGSBERG hydroacoustic equipment on board, including: EM® 2040 Shallow Water Multibeam Echo Sounder, EA440 Single Beam Echo Sounder and Seapath® 130-R3 Combined GNSS and Inertial Navigation System.
“We are naturally delighted that the South African Navy has chosen Kongsberg Maritime as the main supplier of the hydrographic survey payload and integrated bridge system for their new vessels”, said Øystein Aasbø, Area Sales Manager, Kongsberg Maritime. “The delivery of the Hydrographic Survey Vessel and her Survey Motor Boats will significantly enhance the South African Navy’s survey capabilities both inside and outside of its territorial waters. These vessels will certainly be a game changer for them.”
On February 21, a naming ceremony was held in Nagasaki at the Koyagi Shipyard of Mitsubishi Heavy Industries Ltd. for a new liquefied natural gas (LNG) carrier that NYK will charter to Mitsui & Co., Ltd. under a long-term contract.
On February 21, a naming ceremony was held in Nagasaki at the Koyagi Shipyard of Mitsubishi Heavy Industries Ltd. for a new liquefied natural gas (LNG) carrier that NYK will charter to Mitsui & Co., Ltd. under a long-term contract.
At the ceremony, the ship was named “Marvel Crane” by Hiroyuki Kato, Counselor of Mitsui & Co., Ltd., and the ceremonial rope holding the vessel in place was cut by Mr. Kato’s wife. From NYK, Hitoshi Nagasawa, representative director and executive vice-president corporate officer, was in attendance.
Following the delivery of Marvel Falcon last year, Marvel Crane is the second LNG vessel for which NYK has concluded a long-term time-charter contract with Mitsui & Co., Ltd. for the Cameron LNG Project. After the delivery of Marvel Crane on March 28, the ship will begin to transport LNG from the U.S. state of Louisiana and other locations around the world for up to 25 years, including optional extension periods. The NYK Group will be responsible for ship management.
The new vessel has apple-shaped tanks that have greater LNG-carrying capacity, and the vessel is equipped with a hybrid propulsion system combining a steam turbine and engines that can be fired by gas (STaGE; Steam Turbine and Gas Engines), resulting in dramatic cuts in fuel consumption and CO2 emissions.
In accordance with its medium-term management plan “Staying Ahead 2022 with Digitalization and Green,” the NYK Group seeks to secure stable freight rates through long-term contracts and continue its efforts to contribute to a stable supply of LNG as environment-friendly energy.
Outline of Marvel Crane
Length overall: 293.0 meters
Breadth: 48.94 meters
Gross tonnage: 142,500 tons
Main engine: STaGE (Steam Turbine and Gas Engines)
At the Marugame business headquarters Imabari Shipbuilding Co., Ltd., the 200,000-dwt ton Cape size bulker “CAPE SAPPHIRE” has been completed.
The ship is compliant with the Common Structural Rules for Bulk Carrier (CSR-BC) for bulk cargo ships, and the main institution is equipped with an electronically controlled engine with enhanced anti-corrosion measures, in order to save energy, we have installed WAD (Weather Adapted Duct) in front of the propeller and Hybrid Fin behind the propeller.
Furthermore, for complying with the regulation of SOx Global Cap that will be enforced in all sea areas from January 2020, the vessel is equipped with a scrubber on the funnel to remove sulfur oxides from the gas discharged from the engine, it is a state-of-the-art ship that gathers world-class technology among Cape size bulkers and she will be engaged in iron ore and coal transport for Japanese steel mill.
With a large number of vessels from various types with various sizes – from very large to small-, “K” Line offers its customers a unique range of transport services. “K” Line will remain committed to flexibly and actively responding diversifying needs for shipments of ore and other iron-bearing raw materials.
Van Oord has ordered the construction of two state-of-the-art water injection vessels at Kooiman Marine Group. The new vessels will be multifunctional and will include systems that ensure optimal deployment. The first vessel will be commissioned in late 2020.
Van Oord is the global market leader in water injection dredging. In order to retain this position, the fleet is being extended to include two new water injection vessels. This new generation of vessels is versatile and has water injection dredging, mass flowing and power jetting systems.
The latest technological developments have also been applied, such as heave compensation and dynamic positioning, which means that the dredging can be pre-programmed to a great extent and performed more efficiently.
Thanks to the maneuverability and very limited draught, the vessels are perfectly suitable for maintenance dredging in shallow harbors.
During the design, the energy management of both vessels was given special attention. The new water injection vessels will be equipped with a hybrid energy management system. Consequently, the vessels can store energy in batteries from residual heat that is normally lost.
This energy is subsequently used for purposes including propulsion. Diesel-electric engines will reduce CO2 emissions. The new water injection vessels will comply with the new IMO TIER III legislation for reducing harmful NOx emissions and take account of EU STAGE V legislation.
Rolls-Royce Commercial Marine has been awarded a contract to install its next generation Energy Management System across nine vessels in the Havila Shipping fleet: four anchor handling tug supply (AHTS) ships, four platform supply vessels (PSV) and one rescue and recovery vessel (RRV).
The Energy Management System (EMS) was first introduced in November 2017 by Rolls-Royce, as part of a suite of vessel Intelligent Asset Management (IAM) products, and has since then been installed on over 50 vessels.
Kristian Kleiveland, Rolls-Royce Sales Manager – Ship Intelligence, said: “Having looked at a number of different options, Havila selected the Rolls-Royce EMS because of its ease-of-use and proven ability to optimise vessel operations. This was a key specification as the shipowner required a system that simplified the tracking of its vessels’ fuel consumption while not adding to the already high workload for its personnel.”
A key benefit of the EMS is that a ship’s crew can see in real-time the effect that running machinery has on fuel consumption in order to make the necessary operational changes to reduce the fuel requirement.
The system’s sensors assess fuel consumption against, amongst other things, vessel speed, electrical load and the relationship between propeller pitch and RPM. Existing dynamic positioning (DP) sensors are also used to calculate the external forces – wind speed and wave force – acting on the vessel. It also shows how the vessel’s operational parameters are influencing fuel consumption.
The data collected from the sensors is then available onboard and is securely encrypted and processed. The required reporting data is transmitted via link on to a secure Rolls-Royce-hosted web portal, where more detailed historical analysis and comparisons can be carried out.
“All the data can be accessed by ship management teams shoreside, so they can see what changes were made and how they directly affected fuel consumption. Ship managers can also use the information to compare the performance of different crews and all the vessels in a fleet,” said Kleiveland.
Olav Haug Vikebakk, Deputy Managing Director, Havila Shipping ASA, said: “For us, a key requirement was to find a crew-friendly solution to reducing fuel consumption. Our vessels operate various Rolls-Royce propulsion and machinery systems, so its Energy Management System is a perfect fit for us.
“It is very simple to use and understand. The tool allows us to implement operational changes in real-time to immediately reduce fuel consumption and reduce unnecessary running hours on equipment like generators. This has a positive effect not only on our operations from an environmental perspective, but also on the bottom line.”
Marco Camporeale, General Manager Intelligent Asset Management Solutions, Rolls-Royce, said: “We are seeing a general trend in shipowners using operational data to show charterers and other stakeholders what they are doing to reduce the impact of ship operations on the marine environment. The Rolls-Royce EMS allows all parties to more fully understand the performance of their vessels. The technology is applicable to any vessel-type operating equipment from any manufacturer.”
While it is too early to evaluate the operational and performance data for the first Havila ship, Rolls-Royce has EMS customers reporting annual fuel savings of up to 20%. The installations on Havila’s fleet are scheduled to be up and running, reporting fuel consumption trends, by 1 March 2019.
The deal lays out a framework for the two companies to work together in the development of FSRU projects, including EPIK’s Newcastle LNG FSRU import project at the Port of Newcastle, Australia.
“Partnering with Hyundai LNG Shipping marks a key strategic milestone for EPIK, contributing significant expertise and support to the advancement of our flagship Newcastle LNG project,” Jee Yoon, EPIK’s Founder and Managing Director, said.
In December 2018, EPIK unveiled its Newcastle LNG project at Australia’s Port of Newcastle, which would include a 170,000 m3 new-build FSRU and associated on-shore infrastructure, with a combined potential investment estimated to be between USD 400 million and USD 430 million.
In addition to the import terminal, the LNG project development company is exploring the possibility of additional gas related infrastructure that would be of benefit to the NSW region, including potential gas-fired power and LNG bunkering facilities.
EPIK expects to place an order for the FSRU new-build with a shipyard subject to receiving regulatory approvals for the project, which the company currently estimates to receive by early 2020.
Featuring a length of almost 300 meters and a width of 50 meters, the vessel was completed on February 26, Japan’s shipping major K Line, the vessel’s operator, said. Once delivered, the ship would transport iron ore and coal for a Japanese steel mill.
The company added that the bulker is equipped with a scrubber to remove sulfur oxides from the gas discharged from the engine in order to be compliant with the 2020 sulphur cap regulation.
The Japan-flagged ship is also compliant with the Common Structural Rules for Bulk Carrier (CSR-BC) for bulk cargo ships, and the main institution is equipped with an electronically controlled engine with enhanced anti-corrosion measures. In order to save energy, the Weather Adapted Duct (WAD) was installed in front of the propeller and Hybrid Fin behind the propeller.
The incident occurred in late January 2017, when the 140-meter bulk carrier was anchored in Keppel Bay, about 15 nautical miles north-east of Port Alma Queensland.
Deck crewmembers were using a mobile scaffold tower to conduct painting and routine touch-up work in the cargo holds. As the scaffold tower was moved with two unsecured crewmembers still on the upper tiers, it became unbalanced and toppled forward onto the deck.
On hitting the deck, the scaffold tower came apart and the two crewmembers were entangled in the components. Emergency services were notified of the incident, and a rescue helicopter was dispatched, making two trips out to the vessel to transport the men to hospital. Both men had to remain in hospital for several days before they could be released.
“This serious incident highlights the importance of adhering to procedures that assure safety, as well as the value of effective supervision, with the investigation finding that, contrary to established procedures, two crewmembers remained on an unsecured scaffold tower when it was moved across the floor of a cargo hold,” ATSB said.
As a result, the top-heavy and unstable scaffold tower toppled and fell. The crewmembers themselves were unsecured, without the required safety harness and lines.
Similar occurrences in 2003 and 2009 also resulted in serious injuries and, in one instance, the death of a crew member.
“Owners, operators and crewmembers are reminded to plan and undertake risk assessments for assigned tasks in order to identify any shortcomings in procedures and required risk-mitigation measures.”
The incidence of crime at sea and in ports, including armed robbery and piracy, continues to pose a threat to seafarers and shipping in many “hot spots”. The most recent incidents reported to the International Maritime Bureau (IMB) worldwide 24-hour Piracy Reporting Centre (PRC) include the following.
A robber was spotted on a barge lowering a hose and escaping from a bulk carrier anchored at Caofeidian, China on 10 February. An investigation revealed that diesel oil had been stolen.
Duty crew spotted a robber armed with a knife on board a tanker berthed at Monrovia, Liberia on 9 February. The alarm was sounded, and the robber escaped with stolen ship’s stores.
A robber was spotted escaping from a tanker anchored at Belawan, Indonesia on 5 February. A search revealed ship’s property was missing.
Duty crew spotted an unlit barge alongside their ore carrier anchored at Jingtang, China on 29 January and raised the alarm. Two masked robbers were seen escaping, but nothing was reported stolen.
Ocean Infinity, the next generation seabed survey and ocean exploration company, confirms that having successfully discovered the wreck of the lost South Korean tanker, Stellar Daisy, and completed all tasks originally required including retrieving the voyage data recorder ‘black box’, its vessel Seabed Constructor is now en route to Montevideo.
Upon locating Stellar Daisy, a thorough inspection of the site was carried out which included Ocean Infinity’s team conducting over 4500 minutes of detailed video investigation of the wreckage. During the inspection, human remains were recorded, approximately 1km away from the wreck.
Representatives of both The Government of South Korea, who awarded Ocean Infinity the contract to conduct the search and the families of Stellar Daisy’s crew, were present throughout the operation.
Ocean Infinity’s AUVs are the most technologically advanced in the world. They are capable of operating in water depths from 5 meters to 6,000 meters. The AUVs are not tethered to the vessel during operations, allowing them to go deeper and collect higher quality data for the search. They are equipped with a side scan sonar, a multi-beam echo-sounder, a sub-bottom profiler, an HD camera, a conductivity/temperature/depth sensor, a self-compensating magnetometer, a synthetic aperture sonar and a turbidity sensor.
Oliver Plunkett, Ocean Infinity’s CEO, said:
“I would like to thank our team for fulfilling what we set out to do, and we hope that the speed with which we accomplished our obligations has been of some comfort to the families of those who lost loved ones in this tragedy. I would also like to thank the Korean Government for placing their trust in us. Once we have completely processed all the data collected we will be able to deliver it to the authorities. In the meantime, we very much hope to be involved further in helping those affected. We have accordingly offered our services to the South Korean Government to carry out any specific expanded search, and potential recovery, operations they may ask us to do. We await urgent confirmation for this highly important additional work.”
This month, Harlingen-based JR Shipping is adding three 1,436 TEU container feeders to its fleet. A fourth vessel with the same capacity will be added within the next few months. This is the result of a purchase transaction which was achieved in cooperation with the shipping group’s British investment partner. Taking into account the recent sale of one of its container feeders, JR Shipping will thus increase its container capacity by over 4,500 TEU.
The phased purchase concerns the MV’s Aalderdijk, Akerdijk and Alsterdijk (first phase) and the MV Amerdijk (second phase). The first-mentioned two vessels have now been rechristened MV Essence and MV Escape and will sail for JR Shipping under the Dutch flag. The current charter contracts with WEC Lines and Unifeeder will continue. The vessels were built at the Sainty Shipyard in China in 2011 and have ice class 1A.
To a capacity of more than 16,000 TEU
The feeder vessels will be deployed within the recently founded Container Fleet Fund CV, which will also cover eleven other feeder vessels operated by the shipping company, ranging from 750 to 1,440 TEU. As soon as all four ‘A-dijk vessels’ have been transferred, the new operating company will provide the charter market with a total feeder capacity of 16,460 TEU.
JR Shipping
Image Credits: jrshipping.com
Sale of vessels
Besides this considerable expansion, the shipping company has sold three of its vessels. One container feeder, the MV Evolution of 1,050 TEU, was involved. In February, she was transferred to Boan Shipping in Hong Kong. Furthermore, the shipping company also sold two multipurpose vessels, the MV’s Estime and Esprit, both with a capacity of 4,925 MT. These vessels will also be transferred to their new owner in February. The sales transactions were prepared and monitored by JR Ship Brokers & Consultants.
Including its four additional 1,436 TEU feeder vessels, JR Shipping will be responsible for the operations and management of 18 as well as 6 offshore service vessels and 1 offshore survey vessel sailing under the flag of its subsidiary company SeaZip Offshore Service. Furthermore, JR Shipping carries out the operational management for the Clipper Stad Amsterdam, a Tall Ship.
Maersk welcomes the latest next-generation Triple-E vessel – the most modern in the fleet – which has made her maiden voyage to Rotterdam. Maersk’s commitment to Dutch customers continues, with a product portfolio including both ocean and logistics and services and two terminals serving as a major gateway to the country.
In 2017, Maersk launched its second generation of Triple-E vessels, known for improved energy efficiency and environmental performance. On 21 February, the latest vessel, Maastricht Maersk, arrived for the first time to Rotterdam on her westbound voyage from Asia.
“The Dutch name of the new vessel is a symbol of our long-lasting and mutually beneficial relationship with The Netherlands and local customers”, shares Bo Lindberg Andersen, Benelux Countries Manager at Maersk. “What is even more important is our continuous commitment to serve the Dutch market and provide services that support local trade ambitions and trigger growth.”
The vessels in this class all bear names starting with “M” and are called after cities in countries where Maersk has a strong presence and a significant share of a business. The company offers a wide range of direct connections from The Netherlands to all parts of the world via the Port of Rotterdam, where Maersk subsidiary APM Terminals operates two container terminals, including APM Terminals Rotterdam and the automated facility Maasvlakte II, opened in 2015.
As of January 2019, Maersk offers ocean products, as well as logistics and services, under a single brand, offering Dutch customers a wide range of end-to-end supply chain solutions. One of the company’s strongholds in The Netherlands has traditionally been intermodal, with a broad portfolio of products including dedicated rail connections, barges and trucking. Maersk is also expanding its non-physical products offer in The Netherlands, notably with Trade Finance or Customs House Brokerage.
“On this symbolic occasion of Maastricht Maersk’s arrival, we thank our customers for their support and trust and we look forward to unlocking many new business opportunities in the future.
According to the coast guard, the crew member of the 186-meter tanker had appendicitis-type symptoms.
An MH-65 Dolphin helicopter crew from Coast Guard Air Station New Orleans hoisted the man and transported him to University Hospital in stable condition.
AIS data from Marine Traffic indicates that the 48,315 dwt San Fernando is currently at anchor in Southwest Pass. The tanker is operated by Japanese shipping major Mitsui O.S.K. Lines.
Diana Shipping said the gross charter rate was agreed at USD 10,125 per day for a period of fourteen to about seventeen months.
The charter for the 177,729 dwt Houston started on February 17, 2019.
The 2009-built dry bulker is expected to generate an estimated USD 4.25 million of gross revenue for the minimum scheduled period of the time charter, Diana Shipping noted.
Houston concluded a ten-month time charter with Geneva-based SwissMarine Services in February this year. The day rate for the time period was USD 19,000.
The charter for Houston was announced a week after the company disclosed the sale of two 2001-built Panamax dry bulkers Danae and Dione.
Once the sale of the two vessels is completed, Diana Shipping’s fleet will consist of 46 dry bulk vessels, comprising 4 Newcastlemax, 14 Capesize, 5 Post-Panamax, 5 Kamsarmax and 18 Panamax bulkers.
As informed, the product services division is part of BW LPG’s ambition to provide a low-risk and fully-integrated product delivery service.
The company said it will purchase LPG and offer it delivered on the basis of cost, insurance and freight, directly to the end user.
By establishing the new division, BW LPG aims to maximize utilization of its vessels by providing full LPG delivery service, including product, while remaining focused primarily on shipping services.
“The new product services division reflects BW LPG’s ambitions to provide existing and new customers with reliable, integrated LPG delivery services. Whilst LPG shipping remains our core business, we aim to diversify our business offerings, innovate to capture market opportunities, and maximize value for both customers and shareholders,” Martin Ackermann, BW LPG CEO, commented.
BW LPG owns and operates very large gas carriers (VLGC) and large gas carriers (LGC) with a total carrying capacity of over 4 million cbm.
BW LPG is associated with BW Group, one of the world’s leading shipping groups. BW’s fleet of over 300 vessels includes oil tankers, LNG and LPG carriers, floating storage and regasification (FSRU) units, chemical tankers, dry cargo carriers and floating production storage and offloading (FPSO) units.
Under the contract, MODEC will perform front-end engineering design (FEED) for the FPSO and, subject to a final investment decision on the project in 2019, will be responsible for the supply, charter and operations of the FPSO.
The SNE deep-water oil field is expected to be Senegal’s first offshore oil development. The field is located within the Sangomar Deep Offshore permit area, approximately 100 kilometers south of Dakar, Senegal.
The FPSO will be designed to produce around 100,000 barrels of crude oil per day, with the first oil production targeted in 2022. It will be moored in a water depth of approximately 800 meters.
In recent years, numerous offshore oil fields have been discovered in West Africa, and MODEC considers this as one of its most important core regions. MODEC currently operates three FPSOs in Ghana and Côte d’Ivoire and has supplied another seven floating production facilities, such as FPSO / FSO / Tension Leg Platform (TLP), that have been installed in Angola, Cameroon, Equatorial Guinea, Gabon and Nigeria.
The SNE field is held by Woodside Energy (Senegal) (35%) as operator, Cairn Energy Senegal (40%), FAR Limited (15%) and PETROSEN (10%) under a Production Sharing Contract (PSC).
In 2018, the sale of bunker oil – fuel for shipping – in the Rotterdam bunker port decreased from 9.9 million m3 to 9.5 million m3. The decrease can almost entirely be ascribed to the decline in sales of heavy fuel oil from 8.3 million m3 to 7.9 million m3. The throughput of LNG – liquefied natural gas – as bunker fuel increased considerably from 1,500 to 9,500 tonnes.
The Port of Rotterdam Authority suspects that the decline in bunker volumes in Europe’s largest bunker port is a consequence of the increased scale and use of modern vessels in container shipping. Supplies to container ships account for approximately 70 per cent of the total Rotterdam bunker market.
These days, LNG bunkering in Rotterdam is business as usual. As well as Titan LNG, Shell and Anthony Veder have now also registered as LNG bunker specialists in the Rotterdam port.
The Port Authority is expecting to have ten suppliers within five years and a considerable increase in LNG bunkering.
Timetobunker App
The introduction of the so-called ‘Timetobunker App’ was successful. The Port Authority started a trial last summer with bunker specialists VT Group, Unibarge, Titan LNG, FTS Hoftrans and Transnational Blenders, for digital bunker registration via this specially-developed application. The app is now available to other bunker suppliers, and the ‘Timetobunker App’ is also live.
Bunker specialists in the Port of Rotterdam are obliged to report to the Port Authority prior to commencing each bunkering operation. Until now, this took place via VHF. As some 20,000 bunkering operations take place each year, being able to register these online enables the majority of the processes to be automated and enables more efficient operations. The application also allows the report to be submitted to both the Port Authority and Customs (optional) at the same time.
VLSFO
From 2015 in Rotterdam ships may sail only with fuels with max. 0.1% sulfur. The port of Rotterdam is in a so-called Emission Control Area (ECA). From January 2020 new rules will apply to permitted sulphur levels in fuel for shipping. We welcome this. According to the international regulations set by the IMO, International Maritime Organization, the permitted level will then be 0.5%. The current maximum sulphur level in shipping fuels is 3.5 percent. This means that shipping needs to either install emission-reducing systems or switch to a cleaner fuel such as LNG – which doesn’t contain sulphur.
The oil product refineries and storage terminals in Rotterdam are preparing themselves for the delivery and storage of so-called VLSFO (very low sulphur fuel oil), which contains the required 0.5% sulphur. In the past week, the market signalled the delivery of the first VLSFO bunkers in Rotterdam.
The Spectrum of the Seas will probably be leaving the covered building dock II at the MEYER WERFT on 25 February 2019. The ship has a rating of 169,300 GT and measures 347.75 m in length and 41.4 m in width, with capacity for 4,188 passengers.
The ship built for the American Royal Caribbean International shipping company will start to leave the dock at around 8 p.m. Once the Spectrum of the Seas has left the dock, it will berth at the shipyard’s outfitting pier to be fitted with its funnel cladding. Weather permitting, the North Star (glazed viewing capsule) will also be installed on the ship. The ship will then remain in the shipyard port for further outfitting work and on-board trials until its passage through the river Ems up to the North Sea, which will probably take place mid-March.
Possible delays due to the weather
For the Spectrum of the Seas to be able to berth at the outfitting pier, the floating section (engine room unit) of the Norwegian Encore that is currently moored here will have to be moved to another berth in the shipyard port. Once the Spectrum of the Seas has left the dock, the floating part for the Norwegian Encore, which is due for completion in autumn 2019, will be manoeuvred back into the free covered building dock II for further construction work.
This week, the IMO made substantial progress towards the Organization’s final preparations for the new global Sulphur regulation which enters into force on 1 January 2020.
The International Maritime Organization’s (IMO) sub-committee on Pollution Prevention and Response met in London this week to discuss a number of issues related to the marine environment.
Following up on previous decisions by the IMO concerning the entry into force on 1 January 2020 of the new 0.50 per cent limit of Sulphur content in marine fuels, the Member States provisionally agreed on a number of measures for consistent implementation and enforcement of the new rules. These measures have now been forwarded to the IMO’s Marine Environment Protection Committee for completion in May this year.
The measures being finalized this year include guidelines for sampling of fuel oil on board ships and guidelines for consistent implementation including the use of so-called Fuel Oil Non-Availability Reports from ships. Such measures along with the adoption in 2018 of a ban prohibiting ships carrying fuel which contains more than 0.50 per cent Sulphur, are aimed at making sure that all parties in the shipping community are well prepared to be in compliance with the new rules from 2020 onwards.
At the same meeting, Member States also finalized the methodology for assessing the socioeconomic impacts of a possible ban on carriage and use of Heavy Fuel Oil as fuel in Arctic waters. Based on this outcome, Member States will further discuss the impact assessment at the next sub-committee meeting in 2020.
In response to rapidly growing customer demand, APM Terminals Barcelona, Spain has increased reefer capacity by 31%. The electrical capacity of the terminal has also been improved, leading to a reduction in CO2 emissions of 600 tonnes per annum.
An additional 152 reefer plugs have been added at the terminal, raising the total to 677. New reefer racks enable reefers to be stacked up to 4 containers high, compared with 3 on current racks. The modern design also improves safety for employees carrying out repairs and maintenance.
The new reefer racks, are connected to the central power supply, which has been increased by investment in an additional indoor substation. This means that over-capacity reefers no longer need to rely on diesel gensets, leading to a reduction of around 600 tonnes of CO2 emissions per year. Connecting to the electricity supply network also reduces localised pollution in the terminal environment.
Reducing environmental impact
As part of a broader Port of Barcelona’s programme for alternative fuel use, APM Terminals is also working with LNG services provider HAM, technology provider IDIADA and Naturgy Iberia, on a pilot to convert an existing straddle carrier to natural gas. Natural gas burns a lot more cleanly and efficiently than diesel. The straddle carrier’s two 150 kW diesel-based motor engines are currently being converted to natural gas while maintaining the same level of performance. The pilot is scheduled for October this year.
APM Terminals Barcelona has a capacity of 1.6 million TEUs per year. The terminals use a modern wireless network to provide real-time data on all the details of a container’s itinerary, from the moment it is unloaded off a ship to being despatched from the port (or vice versa). This ensures the procedure is as quick and efficient as possible. Customers can track progress via an online customer platform.
The terminal also has its own on-dock rail connection, immediate access to the motorway network and automated gate access for optimum intermodal efficiency. The Terminal provides direct access to a large hinterland.
Mitsui O.S.K. Lines, Ltd. (MOL) announced that it has signed a long-term charter contract to operate Asia’s largest (12,000m3-class) LNG bunkering vessel in Singapore, the world’s largest fuel supply port, with Pavilion Gas Pte Ltd. (PGPL), a wholly-owned subsidiary of Pavilion Energy Pte Ltd..
Demand for LNG as bunker fuel is expected to grow on a global scale as stricter SOx regulations take effect in January 2020. Singapore’s Maritime and Port Authority (MPA) is focusing considerable effort on development of an LNG fuel supply infrastructure and implementing policies aimed at creating the world’s largest LNG fuel supply port.
The Japanese government also concluded a “Memorandum of understanding in relation to the cooperation on the development of LNG as a marine fuel” with seven other countries, including Singapore.
Since then the Japanese government has worked closely with Singapore to promote the use of LNG fuel and develop a supply framework.
MOL has proceeded on the project with PGPL to build a cooperative structure in the private sector. They have teamed with Sembcorp Marine Specialised Shipbuilding Pte. Ltd., a subsidiary of Singapore-based Sembcorp Marine Group, for construction of the vessels, and Sinanju Tankers Pte. Ltd., which is a major bunker barge company, for a partner of ship management. The new ship will be the second LNG bunkering vessel in Singapore and is slated to start services after its delivery to PGPL in early 2021.
In April 2017, with the aim of speeding up progress on business related to alternative bunker fuels such as LNG, MOL established the Bunker Business Division to enter the bunker business in an integrated fashion. In other regions besides Singapore, in February 2018, it signed a long-term charter contract for the world’s largest (18,600m3-class) LNG bunker vessel with Total Marine Fuels Global Solutions, which will offer services in northern Europe. In Japan, it will launch the LNG-fueled tugboat Ishin in Osaka Bay in April. MOL continually promotes the development of infrastructure to supply LNG fuel and drives LNG fueled vessels.
Mitsui O.S.K. Lines, Ltd. (MOL)announced that on February 20, it welcomed career-minded students from Komaba Toho Junior High School for a lecture on the ocean shipping business and merchant vessels, as well as MOL’s approach to the business. Every year, the school holds various career study programs to help students broaden their career horizons and select and prepare for satisfying and prosperous jobs. The ninth-grade students focus on front-line and academic projects related to research, and the job description and social role of research and professional organizations. MOL extended a warm welcome to the young people visiting its workplace.
Twelve students visited the office, starting off by listening to explanations of ocean shipping’s role in daily life, types of vessels, and employees’ jobs. Next, they visited MOL’s unique Safety Operation Supporting Center (SOSC), which supports ship operation on 24 hours a day, 365 days a year by linking vessels and personnel on shore. They also attended a lecture from MOL’s Technical Division about the company’s initiatives such as the Wind Challenger Project and other technology developments aimed at reducing the industry’s environmental impact, as well as general knowledge of shipbuilding. Students learned about jobs in ocean shipping companies and the latest vessel technology and showing the attractiveness of the ocean shipping business through a half-day exchange with MOL employees.
MOL takes a proactive stance in educational support activities to help students familiarize themselves with jobs in the ocean-going shipping business and its vital role in society, and continues to provide opportunities for more young people to learn about the importance of the shipping business.
A Hydrofoil boat is a boat with a lifting surface (foil) attached to the hull of a boat to lift it from the water level at high speed thus decreasing the drag and increasing the speed of the boat.
There are many different types of boats in the world. All of them share some common and uncommon characteristics. This article discusses what hydrofoil boats are, what principles they are based on, what they are used for and what their advantages and disadvantages are.
Following are some interesting facts about hydrofoil boats.
What is a Hydrofoil boat?
A hydrofoil boat or just a hydrofoil is a kind of a lifting surface that moves up the boat’s hull as the boat gain speed thus minimizing the water drag and improving the speed of the vessel. They are similar to aerofoils which are used in airplanes. Hydrofoil boats are much faster than ordinary boats and have been a great attraction in the boating industry.
The technology of a hydrofoil boat is not very popular today, but it is not even new. They were first created by A.G. Bell and Casey Baldwin in 1908 that is more than a hundred years old. They were extensively used during the first world war by American troops. They helped greatly in avoiding the waters which were trapped by mines.
How do hydrofoil boats work?
Hydrofoil boats are gaining more popularity nowadays as they are faster and speedier on the ocean water. There is a hydrofoil which is attached to the base of the boat. This hydrofoil allows the boat to move easily on the water. It also ensures that the hull of the vessel or rather the body of the boat does not come into contact with the water. Hydrofoils can only work if the boat is still on the surface of the water. Hence the body of the boat also prevents the vessel from coming out of the water and from causing a boat to sink or capsize.
Hydrofoil boats are so fast and gain acceleration so efficiently that the hydrofoils lift the body of the boat out of the water. This reduces the drag and also allows greater velocity.
A hydrofoil boat is designed in such a way that if it ever comes out of the water, its force will make the body of the boat crash back into the water and make the hydrofoil get submerged and till it generates adequate thrust for the hydrofoil to lift the boat and carry on with its operation.
Use of hydrofoil boats
Hydrofoil boats are used for several purposes. The primary use of them is in fishing. However, because of their high speeds, they can even be used for many essential purposes as well. They can be used as cargo carriers to transport goods over long distances in a short period. It does not even affect marine life much as most of the boat does not even touch the surface of the ocean, unlike large cargo ships which have large water lines.
Hydrofoil boats are advantageous because of their efficiency. The main disadvantage of fast boats is that a lot of effort is required to push them through the water. Some kinds of boats try to solve this problem. They rise up over their bow wave and skim across the surface of the water. However, even in these boats, the stern of the boat in still immersed in the water which can create significant hydrodynamic drag.
In a hydrofoil boat, the boat is entirely above the surface of the water, and the hydrodynamic drag only acts on the lines and the stern gear. The stern gear propels and steers the boat. As the boat does not touch the surface of the water, it is not affected much by the disturbances of waves. It rides smoothly on water up to a good extent. Other than this hydrofoil boats are also quite stable and easy to handle in certain circumstances.
Hydrofoil boats are very much smaller than aircraft wings. This is because water is about eight hundred times denser than air. Hence the foils have a lot more to push against than the wings of an aircraft. Thus, they do not require the same surface area.
Hydrofoil boats were extensively deployed during the first as well as the second world war by countries like Germany, Italy and the United States of America. These boats is also used for sailing and other sports. Nowadays hydrofoil boats are also being used as passenger boats in more than 20 countries all over the world especially in parts of Asia like Japan, Hong Kong or Macau.
Disadvantages
Hydrofoil boat can also have many disadvantages. First of all, hydrofoil boats can easily fall off the foils as a result of contact with any small disturbances as well. It can lead to several accidents in the waters.
Even though hydrofoil boats do not take up much space, if the foils ever hit a marine animal it could be fatal for it as they have very sharp edges.
Another major disadvantage of hydrofoil boats is that they are costly to build.
Many people do not know these kinds of boats. They do not have experience in operating these and have a conservative mindset. Hence people do not usually prefer to use these kinds of boats.
These boats are very advanced when it comes to technology, and many people do not understand the science behind it. It is challenging to make propulsion systems and controls. These are also not very reliable. Even the maintenance cost for hydrofoil boats are very high.
These are the reasons why hydrofoil boats are slowly going out of use.
So in conclusion hydrofoil boats are some of the most innovative and vital parts of the marine industry but are also at the same time one of the least known types of boats. People do not know much about them and the technology that they use. It is the reason why they may refrain from using and constructing them and why they are going out of use nowadays. Still, they are very efficient and beneficial, and people should study about them and at least try and consider the advantages that they offer over using cargo ships for specific purposes.
Revenues dropped to USD 1.7 billion in 2018 from USD 1.9 billion posted in 2017.
For the fourth quarter of 2018, net loss stood at USD 6.4 million, against a loss of USD 32.2 million seen in the corresponding period a year earlier.
Additionally, revenues were USD 491.5 million in Q4 2018, an increase of 50.4% when compared to USD 326.7 million recorded in the same quarter of 2017.
As explained, the company’s consolidated quarterly results were positively impacted by an increase in revenue from the Hummingbird Spirit FPSO unit. In addition, they were impacted by higher income and cash flows from Teekay LNG as a result of the deliveries of twelve liquefied natural gas (LNG) carrier newbuildings between October 2017 and December 2018.
What is more, higher income and cash flows in Teekay Tankers, as well as higher equity income relating to Teekay Offshore’s USD 96 million positive settlement with Petrobras, also had a positive impact on the consolidated results.
“In the fourth quarter of 2018, our total CFVO increased by approximately USD 50 million, or 25 percent, compared to the prior quarter, primarily driven by the contract start-up of various growth projects across the Teekay Group, certain LNG vessels commencing new contracts at firm rates, and higher spot tanker rates,” Kenneth Hvid, Teekay’s President and Chief Executive Officer, commented.
“The fourth quarter results also included our minority portion of Teekay Offshore’s previously-announced positive settlement with Petrobras. In addition, our consolidated and Teekay Parent cash flow this quarter would have been higher by approximately USD 8 million were it not for the unplanned shutdown of the Foinaven FPSO and the previously-guided shutdown of the Banff FPSO,” Hvid further said, adding that the two units are now operational.
“Since the beginning of 2018, the Teekay Group has continued to build financial strength and grow its cash flows while also benefiting from improving LNG and crude tanker macro fundamentals, all of which supports greater long-term value creation,” Hvid continued.
Since November 2018, Teekay LNG took delivery of three additional LNG carrier newbuildings, all on long-term charter contracts, and repurchased over 1.1 million common units at an average price of USD 11.38 per unit.
In addition, Teekay Tankers signed a term sheet for an additional sale-leaseback transaction, which is expected to increase liquidity by approximately USD 25 million, and increased its operating leverage to a potential tanker market recovery by entering into time charter-in contracts for 2.5 Aframax/LR2 vessel equivalents.
Moreover, Teekay Parent repurchased around USD 42.4 million of its 2020 unsecured bonds since the beginning of December 2018. According to Hvid, one of the company’s key priorities will be to refinance its 2020 bond maturity with a smaller bond.
The combined Teekay entities operate total assets under management of approximately USD 17 billion, comprised of approximately 220 liquefied gas, offshore, and conventional tanker assets.
According to Sea Europe, a shipyards’ and maritime equipment association, investments should be made in research, development and innovation. The waterborne sector will also need to rely on targeted research, development, innovation and deployment measures, both financially and from a regulatory and policy perspective.
With 90% of international trade, 80% of the EU’s external trade and 40% of the EU’s internal trade carried by water, shipping is vital for trade. With 40% of world merchant shipping under their control, European shipowners are key players in global shipping.
At the same time, shipping accounts for 3.1% of global CO2 emissions and would be the sixth biggest CO2 emitter in the world if it would be a country. If no measures would be taken, emissions from shipping would further grow in the coming years.
To reduce the GHG emissions from shipping, the International Maritime Organisation (IMO) adopted an Initial Strategy in April 2018.
In November 2018, the European Commission issued its most recent strategy where waterborne transport is considered as an important mode of transport to realize the priority of “clean, safe and connected mobility.”
In January this year, the waterborne sector in Europe issued an ambitious “Strategic Research Agenda”, aiming at realizing a zero-emission waterborne transport for newbuilt ships and inland barges by 2030 and a zero-emission waterborne transport for any ship type on any ship voyage by 2050. The strategy goes beyond eliminating greenhouse gas emissions alone as the waterborne sector also aims at eliminating any other harmful environmental substances, including air pollutants, water pollution, waste and noise.
Against the background of the European Commission’s “A Clean Planet for All” strategy and the ongoing trialogue discussions on Horizon Europe, SEA Europe’s Secretary General, Christophe Tytgat, said: “I count on decision-makers in Member States to take the claims of their population and youngsters on combating climate change and on reducing GHG emissions, including from waterborne transport, very serious. That means that this time, they cannot look away from or forget about the waterborne sector.”
“Contrary to the past, this time the Waterborne sector really needs to receive a fair and substantial share of the financial cake from financial programmes such as Horizon Europe. This financial support will be critical in allowing the waterborne sector to realize its ambitious vision for a zero-emission waterborne transport by 2050 and thus for contributing to making Europe a climate neutral economy and society by 2050.”
“In doing so, Europe and its leaders will also help European shipyards and maritime equipment manufacturers in staying ahead of global competition, mainly from Asia, in terms of innovation and to allow European shipyards and maritime equipment manufacturers to continue to design and build the most innovative ship types in Europe and to produce the most innovative maritime equipment, technologies and systems in Europe,” Tytgat explained.
“More than ever before, these innovative ship designs and ship types as well as innovative equipment, systems and technologies will be crucial in combating climate change, in reducing GHG emissions from ships and ultimately in making waterborne transport a zero emission mode of transport.”
“At the same time, innovation will allow European shipyards and maritime equipment manufacturers to maintain or regain global leadership in shipbuilding and maritime equipment, systems and technologies. For these reasons, Europe and its Member States need to take political action now, in support of the waterborne sector and the European maritime technology sector,” he pointed out.
SEA Europe represents close to 100% of the European shipbuilding industry in 16 nations, encompassing the production, maintenance, repair and conversion of all types of ships and floating structures, commercial as well as naval, including the full supply chain with producers of maritime systems, equipment material, and services.
For the quarter ended December 31, 2018, net income stood at USD 20.6 million, compared a net income of USD 166.9 million reported in the corresponding quarter a year earlier, representing a decrease of 87.7 percent year over year.
Consolidated revenue for the fourth quarter of 2018 was USD 564.9 million, against USD 516.1 million seen in the fourth quarter of 2017.
Additionally, Matson reported net income of USD 109 million for the full year 2018, a drop of 53 percent when compared to a net income of USD 232 million posted in 2017. Revenue for the full year 2018 was USD 2,222.8 million, compared with USD 2,046.9 million in the prior year.
“Our operating performance in the fourth quarter was in-line with expectations, with strong demand in our China service and strong execution across all service lines in Logistics,” Matt Cox, Matson’s Chairman and Chief Executive Officer, commented.
“For the year, we performed well with exceptional performance in our China service and significant contributions from Logistics and SSAT, all of which helped propel the company’s annual cash flow from operations to a new high,” Cox added.
The company’s container volume in the Hawaii service in the fourth quarter 2018 was flat year-over-year despite modest growth in the Hawaii economy.
In China, Matson’s container volume in the fourth quarter 2018 was 3.8 percent higher year-over-year as the company experienced elevated demand for its service late in the quarter during a period that is traditionally not as strong. The company achieved average freight rates higher than the fourth quarter of 2017.
Moreover, the company’s container volume in the fourth quarter of 2018 in Guam was 10.6 percent higher year-over-year primarily due to typhoon relief volume. In addition, in Alaska, the company’s container volume for the fourth quarter 2018 was 4.2 percent higher year-over-year due to higher northbound volume.
The contribution in the fourth quarter 2018 from the company’s SSAT terminal joint venture investment was USD 0.9 million lower than the fourth quarter 2017 due primarily to higher operating costs, partially offset by higher revenue resulting from higher lift volume. For 2019, Matson expects the contribution from SSAT to be lower as a result of lower lift volume coming off an exceptionally strong lift volume level in 2018.
For the full year 2019, ocean transportation operating income is expected to approximate the USD 131.1 million achieved in 2018.
In Q4 2018, operating income for the Matson’s logistics segment was USD 4.4 million higher than in Q4 2017 due to improved performance across all of the service lines. The company expects logistics’ operating income for the full year 2019 to approximate the level achieved in 2018 of USD 32.7 million.
In November 2018, a subsidiary of Matson entered into an agreement to sell MV Maunalei containership for approximately USD 106 million, and subsequently lease back the ship. As a result of this transaction, the company expects on an annual basis USD 12 million in lease expense and USD 4.8 million in lower depreciation and amortization expense, resulting in USD 7.2 million in lower operating income. In addition, a decline in EBITDA is expected as a result of the abovementioned sale and leaseback.
“For the full year 2019, we expect steady financial performance with logistics to approximate the level achieved in 2018 and a higher contribution from Alaska, offset by lower contributions from our China service and at SSAT, both of which are coming off exceptionally strong years,” Cox continued.
“While we expect net income in 2019 to decline year-over-year, we expect EBITDA in 2019 to approximate the level achieved in 2018 after taking into account a full year impact in 2018 of the vessel sale and leaseback transaction,” he concluded.
Under the agreement, the investor acquired a 49.9% interest in two of StealthGas’ vessel owning companies and therefore gaining co-ownership and joint control of the Gas Defiance and the Gas Shuriken.
Furthermore, the company expects additional co-investments in acquisitions of small LPG vessels from the second-hand market or its own fleet.
“This agreement provides us with access to liquidity and additional capital for growth at a time when capital markets funding is not an attractive alternative, especially when our shares trade at a significant discount to NAV,” the company informed.
The company unveiled the development in its 2018 financial report.
StealthGas delivered a net loss of USD 5.3 milion in the fourth quarter of 2018, compared to a net income of USD 0.7 million in the same period of last year. Revenues were at USD 38.5 million, rising by 0.3% from a year ago despite decreased voyage days and weaker than anticipated spot rates.
For the full year of 2018, StealthGas’ net loss reached USD 12.3 million, compared to a net loss of USD 1.2 million reported in 2017, while revenues increased to USD 164.3 million from USD 154.3 million year-on-year, primarily due to improved market conditions.
“Demand for LPG is strong, the orderbook is very low and time charter rates for those contracts being fixed have remained at high levels notwithstanding the Asian market slow down. This leads us to conclude that the solid market fundamentals will eventually lead to a market correction,” Michael Jolliffe, StealthGas Board Chairman, said.
Additionally, the small scale joint venture agreement with a third party investor “not only enhances our liquidity further but most importantly provides an opportunity for further company growth at a time when our segment’s basic fundamentals look promising,” Jolliffe concluded.
