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Shore-Side electricity and data monitoring take hold in the cruise industry

The cruise line industry in need of shoreside electricity

Africa Ports & Ships

On July 7, 2023, the United Nations International Maritime Organization (IMO) and its participating maritime countries set their Greenhouse Gas (GHG) emissions strategy to achieve net zero ‘by or around’ 2050. As a result, the shipping industry, including cruise lines, is adopting various strategies to achieve this ambitious goal, including new fuels, air scrubbers and shore-side electricity (SSE) systems.

“The adoption of the 2023 IMO Greenhouse Gas Strategy is a monumental development for IMO and opens a new chapter towards maritime decarbonization,” IMO Secretary-General Kitack Lim said in a press statement.

Seattle. Shore power unit

One significant strategy being adopted by cruise lines and ports is shore-side electricity (SSE), also called ‘cold ironing’ or shore power systems. According to some estimates, the industry can lower CO2 and other pollution emissions up to 98% by shutting down all on-board power generation from diesel engines and connecting to shore power supplied by the local utility.

Those additional pollutants include sulfur dioxide (SO2), nitrogen oxides (NOx) and particulate matter (PM). Overall CO2 reduction depends partially on the electricity sources of the port’s grid. If, for example, a port depends upon renewable energy sources such as wind, solar, or hydroelectric power, the GHG emissions reductions can be significant.

As a result, many cruise lines and ports are adopting the technology. Carnival Cruise Lines, for example, says that as part of its emission abatement program, 57% of its ships are fully equipped to leverage shore power technology, even though less than 5% of the ports it uses offer shore power connections. But the number of ports adopting the technology is growing.

Miami-Dade County, in partnership with Florida Power and Light Company (FPL), Carnival Cruise Line, and Royal Caribbean Group, expect shore power to be in place at Port Miami by Fall 2023. Carnival Corporation has also partnered with the Port of Galveston to develop shore power capabilities and is partially financing a shore power project for its cruise terminals at Port Everglades.

“We are fully committed to a successful shore power program, as it is in line with our top priorities of compliance and environmental protection, as well as the health, safety, and well-being of our guests, employees, and the people in the communities we touch and serve,” said Christine Duffy, Carnival President.

Watts Marine shore power unit


The Cruise Line Industry Association (CLIA) indicates that 40% of its global members’ ships are set up to operate in SSE in 29 ports, which is up 20% year over year. And of new builds ordered between now and 2028, 98% are either planning to be fitted with SSE systems or be configured to add it in the future.

The EPA’s Shore Power Technology Assessment at U.S. Ports – 2022 Update described the “technical and operational aspects of shore power systems in the U.S.” It also refined its Shore Power Emissions Calculator (SPEC), which is used to calculate emissions benefits from shore power.

The EPA said that the report, “In conjunction with the calculator, can help port stakeholders — including applicants for Diesel Emissions Reduction Act, Bipartisan Infrastructure Law, and Inflation Reduction Act funding — evaluate whether shore power would be an appropriate means to reduce pollution at port, and to estimate emissions reductions from installed systems.”

Adoption is expanding across the globe. The California Air Resources Board (CARB)’s 2020 At-Berth Regulation is driving the expansion of shore power across the state. International shore power standards for high-voltage systems are being implemented to make it easier for ports to choose the appropriate equipment.

CLIA stated on April 26, 2022, “By 2035 all ships calling at ports where shore-side electricity is available will be equipped to use SSE.”

One of the technical challenges, however, is determining exactly how much emissions are being reduced by SSE. Today innovators in the design of standalone shore-to-ship power solutions like Kingston, WA-based Watts Marine are addressing that issue with improved reporting systems based on information gathered from the underlying power protection system components.

Watts Marine has installed its Shore Power System at ports in Seattle, WA; San Diego, CA; San Francisco, CA; Halifax, NS; Vancouver BC; Brooklyn, NY; and Long Beach, CA. An estimated 500 ships connect to their shoreside equipment each year.

Seattle. Example of a Watts Marine Shore Power jib unit

The company’s patented custom shore power system consists of proprietary equipment designed specifically for the cruise ship industry. It includes dual-voltage electrical service equipment, custom-developed electrical cable handling equipment, and customized electronic monitoring and control equipment.

Once a cruise ship or ocean transport vessel is equipped to receive shore power docks in port, an operator selects the ship to be connected from a database that is integrated into the customized automation system which determines the proper operating parameters. To make the connection, five flexible power and control cables are lifted by a specially designed cable positioning device and connected to the ship’s electrical system through marine standard plugs and sockets. A shore-side operator then closes the breaker and power is supplied to the vessel.

Protection relays and redundant safety systems are used to protect both the ship and shore electrical systems. For this, Watts Marine partnered with an industry leader, Pennsylvania-based NovaTech Automation, a substation automation company that has served the power transmission and distribution market for more than 40 years. NovaTech’s long history designing and installing SCADA systems in electrical utility substations applies directly to shore-side systems.

Watts Marine shoreside equipment

“As in the case of traditional substations, protection relays and redundant safety systems ensure reliable and safe power transmission while monitoring and control equipment provide real-time management and remote access with in-depth reporting,” explains Conrad Oakey, CEO of NovaTech Automation. “For shore power systems, only a few minor customizations are required to provide a full range of power quality and usage reports for the ship and operator billing requirements.”

Oakey adds that NovaTech Automation is deeply committed to the sustainability of the cruise industry and to engineering net zero across numerous other industries. The company believes climate change is the most important engineering challenge of our time, with shore power solutions as one of its primary targets.

Documenting Emissions Reductions

To document the reduction in fuel emissions, Watts Marine utilizes information collected by NovaTech’s Orion automation system to calculate the total emissions reduction across all main pollutants while a ship is connected to shore power and tracks other important information in its database. Daily connection reports are generated with key metrics for each shore power connection, including KWH of energy consumed and connection start and stop times.

Unfortunately, determining exactly how much emissions are reduced by shore is complex. In the U.S., there are nine regions, with each region employing its own calculation tool. The EPA has its Shore Power Emissions Calculator (SPEC), but many calculations begin with the number of KWH consumed. In its new database, NovaTech is working to be able to track fill lot hours consumed as part of the calculations involved in emission reductions.

Meanwhile, cruise lines are tracking their usage as part of their environmental reporting. Carnival discloses its greenhouse gas emissions performance within its sustainability reports, through the CDP, the Sustainability Accounting Standards Board (SASB) cruise line standard, and the Task Force on Climate-related Financial Disclosures (TCFD). Individual countries, regions, states and port cities may also require reporting.

“As the cruise industry — and numerous other industries — grapple with ways to reduce carbon emissions, effective ways to monitor and validate those reductions will be increasingly important, both for determining effectiveness and for regulatory reporting,” says Oakey.

For more information on SCADA solutions from NovaTech Automation, visit or call (913) 451-1880.

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Added 25 October 2023


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Trade News: Fastro Lifting System Nominated for Heavy Lift Awards

Fastro System’s Octo Spliteye Sling

Africa Ports & Ships

Fastro’s modular and ergonomic lifting system has been nominated for the HLPFI Heavy Lift Awards.

The patented Fastro system introduces a new technique in heavy lift operations for attaching slings to heavy loads, offering a lightweight and time-efficient alternative to traditional bow shackles. The Fastro modular lifting system aims to improve both safety and ergonomic working conditions together with a more cost-effective rigging solution.

Traditional lifting operations often involve bulky bow shackles, which can be challenging to manoeuvre in tight spaces and slow down manual handling. The Fastro system introduces a game-changing solution with its Octo component—a figure ‘8’ shape trunnion-like element that allows the quick, secure coupling of two split-eye softslings. This innovation not only accelerates the handling process, but also enhances safety and ease of use for the riggers.

Sytse van der Molen, founder and owner of Enduro Softslings, Fastro’s parent company, envisioned the Fastro system to simplify handling large tubular structures. It combines existing structural elements with the unique properties of synthetic softslings, making it versatile and practical for heavy lifting applications.

“As Fastro-team we are honoured by the nomination of the Fastro modular and ergonomic lifting system for the Heavy Lift and Project Forwarding International (HLPFI) Heavy Lift Awards 2023. This recognizes its contribution to improving efficiency and safety in heavy lifting operations by thinking beyond traditional solutions”, says Sytse. The company remains committed to continued innovation and excellence in lifting equipment.

The Fastro principle

At the core of the Fastro system is the Octo, featuring a middle plate with double trunnions on both sides for holding two loops of a special softsling (split-eye slings). Safety pins secure the slings, preventing accidental detachment. Unlike traditional systems, the Fastro system doesn’t require the disassembly of heavy load-bearing parts.

Another innovation in the Fastro system is the so called split-eye sling. A round sling designed with it ends split in two, forming loops that fit around the trunnion. This design, manufactured according to a highly precise production technique, results in softslings with minimal length tolerances.

In practice, the Fastro system impresses with its simplicity of coupling and uncoupling, requiring only a few straightforward steps. Users can remove the locking ring, safety pins, place two split-eye slings across both trunnions, reinsert the safety pins, and secure them with the locking pin. All in just a fraction of the time of traditional rigging with bow shackles.

More information about the Fastro modular heavy lifting system is available on the website

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Added 12 October 2023


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TRADE NEWS: Port of Kapellskär has Sweden’s first suction mooring

Automooring at Sweden’s port of Kapellskär as vessel Finnsirius comes alongside

Sweden’s Port of Kapellskär has welcomed the new Finnlines vessel FINNSIRIUS with brand new technology. The port now offers automooring using vacuum pads, as well as next generation onshore power connections. This makes mooring more efficient and improves the sustainability.

Mid-September was the premier of Sweden’s first automooring of a vessel using vacuum technology. The brand new Finnlines vessel, Finnsirius, which operates on the Kapellskär – Långnäs – Naantali route, now docks using vacuum pads. The pads can dock and undock the vessel in less than 30 and 15 seconds, respectively.

“Together with Finnlines, we have planned and updated Port of Kapellskär with brand new technology before the brand new Finnlines vessel arrived. Automooring using vacuum technology improves sustainability by providing a safer working environment and reduced environmental impact,” says Johan Wallén, Chief Commercial Officer at Ports of Stockholm.

Vacuum plates against the hull of the vessel

Automooring with vacuum technology eliminates the risk of injury, as it is work handling conventional mooring lines, that carries the greatest injury risk during a vessel call. Operative efficiency is also improved as the mooring time is reduced. The vessels engines can be stopped earlier, which leads to a significant fuel saving and reduced NOx and CO2 emissions, especially when combined with connection to onshore power.

The ms Finnsirius also connects to onshore power at Port of Kapellskär using a next generation crane, a PowerReach NxG. A lot of power can be transferred using this system. The voltage capacity is 11,000 volts, or 11kV, which delivers power of up to 4 MVA. This is the combined electricity consumption equivalent of 1,000 households.

Onshore power supply facility

Connecting to onshore power enables a significant fuel saving, as the vessel’s auxiliary engines do not need to be used at the quayside. This reduces NOx and CO2 emissions. The work environment is also improved, as the noise levels and vibrations from the vessel are reduced. The lower noise levels also have a positive impact on the surrounding environment.

Ports of Stockholm began to provide onshore power connections for vessels in the 1980s and all of its ports are now equipped with onshore power connection facilities.

The facilities for onshore power connection and automated mooring at Port of Kapellskär is partly financed by the EU, within the framework of the EU project “Upgrade of the Baltic sea bridge Kapellskär–Naantali (MoS Finnlink).” The onshore power connection project also has funding from the Swedish national Climate Leap investment project.

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Added 2 October 2023


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TRADE NEWS: XXL monopile transport system lowers storage and handling costs

Monopiles in transit with Mammoet

New solution allows huge XXL monopiles to be stored and transported using existing support structures

Africa Ports & Ships

A interesting report is to hand from the Dutch heavy-lift and transport specialist firm of Mammoet, which is of general interest.

As offshore wind turbines grow, their foundations are increasing in size, making transport and storage more difficult. Mammoet’s new jacking and cradle system minimizes upgrades to grillage and sand bunds, helping to reduce costs.

Monopiles are colossal cylindrical steel foundations that connect wind turbines to the seabed. They can weigh in excess of 3,000 tonnes and be over 120m long, and their growth shows no signs of stopping.

As developers build taller turbines, their foundations are getting larger in diameter and also longer – moving beyond the capabilities of existing handling equipment. This makes their transportation to site and storage on site more challenging.

Also, when an XXL monopile is lifted, its self-weight causes big deformations. This means that monopiles need to be raised higher than their supports to be loaded or unloaded.

Mammoet’s new jacking and cradle system adds 60cm of additional stroke over and above the standard SPMT systems. This allows customers to continue using existing support structures as monopiles grow.

This technology will also allow other links in the supply chain to reduce project costs.

As offshore wind projects become more globalized, monopiles are travelling further distances. So, Heavy Transport Vessels need to have larger sea fastening to support monopiles during voyages.

Because of this, there is less and less clearance when loading and unloading large monopiles using SPMTs. Mammoet’s new jacking and cradle system can lift monopiles higher, allowing more sea transports to take place using existing support structures.

The system comprises two elements: jacking spacers that sit between SPMT modules to generate greater stroke, and hydraulic, foldable saddles that cradle the monopile so it can be supported at higher points, to prevent excessive ovalization.

Each jacking spacer has a capacity of 430 tonne split across two towers – with multiple units in use per transport configuration. The system slots between SPMT modules, so transport configurations maintain the same minimum ride height. This enables grillages and sand bunds to remain as low as possible, again saving on costs.

Each monopile saddle has a capacity of 1,000 tonne and can handle monopiles up to 12 metre diameter. By using the system, Mammoet customers can maintain the existing methods of supporting and moving monopiles, even as they grow from 8 metre to 10 metre diameter, and beyond. This reduces whole-project costs right through the fabrication, shipping and storage supply chains.

To learn more, please visit

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Added 5 September 2023


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TRADE NEWS: Vesconite Hilube bearings for dredging companies

Vesconite Hilube no-swell lubrication-free bearings will be installed as the ladder pump bearings on a dredge that is currently undergoing a major maintenance overhaul.

This follows a field trial where the dredge owner installed the Vesconite Hilube bearings side-by-side with a competing elastomeric bearing material.

The test started in May 2022 and the bearings were inspected in May 2023. It was found that Vesconite Hilube offers the same wear performance at a more affordable price.

The ladder pump shaft, with a Vesconite Hilube bearing with round grooves visible

The ladder pump bearings support the shaft that runs along the length of the ladder and drives the ladder pump. The ladder is the component which is lowered into the water and, at the end of it, sits the dredge cutter head, the piece of equipment that cuts into the sediment or rock.

The ladder pump sits a little higher up and the purpose of the ladder pump is to transport the sediment to the main dredge pumps, which are huge pumps that can move the sediment miles away.

Given the good performance and cost-effectiveness, five large double-flanged Vesconite Hilube split bearings will be fitted to support both 6″ ladder pump shafts during this docking.

“The dredging company tries not to take any dredge out of service for maintenance and repairs so, if the dredge is not on a job, the company replaces everything that would require replacement before the next maintenance interval instead of risking a failure during operation,” says marine application engineer Monique Potgieter.

The bearings that were previously installed had to be replaced once a year and sometimes twice or three times a year when they were working in areas with heavy sand.

“Most of the bushings that support the ladder pump shaft operate submerged when the dredge is running except for the bearing closest to the motor (since it sits too high up on the ladder to be submerged),” she explains.

“Each bearing has a flushing line that forces clean water through the bearings. Furthermore, these bearings operate in freshwater, seawater, and wherever they have a job. Being fitted on a dredge, the Vesconite Hilube ladder bearings can be exposed to dirt and grit and suspended solids in the water, but the clean flushing water helps to limit the amount of dirt that gets into the bearings.”

Vesconite Hilube is valued for its ability to work well in submerged conditions since it does not swell and can work with only water lubrication. In the year of testing, the Vesconite Hilube bearings coped well with the abrasive materials to which they were exposed.

As a next step in the dredging market, Vesconite Bearings plans to test the performance of a bearing material known as Hitemp150, which has proven to fare well in pump applications with abrasive mediums, in applications like cutter head bearings.

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Added 19 July 2023


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TRADE NEWS: Thordon applies seal-embedded bearing involving no drydocking

When a 9,280hp workboat returned to service following extensive repairs at the James Marine Paducah River Service yard in Kentucky, USA, it marked the first application of Thordon’s new seal-embedded bearing to an articulating rudder.

Articulating rudders are unlike conventional rudders and can be more costly to repair when things go wrong. They are more susceptible to wear and tear, due to the higher operating pressures and abrasives, and as a result, require a more robust bearing and seal solution.

For one marine transportation service provider in the United States, however, a key requirement was a grease-free bearing capable of increasing the intervals between dry dockings and reducing operational costs.

To meet the requirement, Thordon engineers recommended a bearing using the company’s proven ThorPlas-Blue material, a better material for articulating types of rudders, and integrating a Thordon lip seal into the design.


ThorPlas-Blue bearings installed in an articulating rudder with Thorseals in-situ

“We found that by embedding a lip seal into the bearing, we could better prevent ingress of river water, sand, silt, and debris, which would otherwise rapidly wear the pins and bushings down, reducing the workboat’s in-service time,” said Kasey Cummings, Technical Sales Manager, Thordon Bearings.

The workboat operator needed this type of rudder to do what it was designed to do – reduce fuel costs – however frequent drydocking for rudder bearing replacement was eating into any fuel savings. With a fleet of more than 50 linehaul vessels and 800 dry cargo barges, the operator’s fleet transports over 40 million bushels of grain each month, so fuel savings can really add up.

“The new design certainly optimizes the operational and cost efficiencies associated with an articulated rudder,” said Cummings.

Thordon introduced the design back in 2020 and installed the 3.149in (79.98mm) diameter bearing in March 2021. This was the first workboat reference for the new seal-embedded bearing and the first time that ThorPlas-Blue was used in the flap portion of an articulating rudder. Thordon has since supplied 60 bearings for an additional 15 articulating rudders installed on other workboats operating in the US inland waterways.

As part of a comprehensive engine and propulsion overhaul, Thordon’s robust bearings were also installed to the 168 x 45ft (48 x 13.7m) vessel’s rudder flaps, main trunk, and pivot pins. In total, 16 ThorPlas-Blue bearings were supplied and fitted.

Cummings continued: “ThorPlas-Blue can handle three times the operating pressures and forces of other bearing materials used on the inland waterways; however, for inland waterway vessels operating articulating rudders, we do recommend machining flap bores to facilitate the installation of the ThorPlas-Blue bearing seal combination.”

Cummings furthered that the installation was very straightforward; the only modification was to the rudder flap pins. Yard staff added a chamfer on the leading edge so that it could pass through the edge of the embedded lip seals in the ThorPlas-Blue material.

The 994gt, 1993-built tug has been operating ThorPlas-Blue for over two years now and the owner is confident that the new bearing and seal design has delivered greater operational efficiencies to the vessel’s articulating rudder.

Thordon expects to receive additional orders to replace the articulating rudder bearings on other vessels in the fleet with ThorPlas-Blue bearings.

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Added 13 July 2023


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TRADE NEWS: Fluent Cargo Makes Route Planning Easy

launch of its multi-modal routing engine and platform

The company’s launch reflects strong demand from shipment planners in the global logistics industry.

Fluent Cargo, an Australian technology company specializing in international shipment planning and research, announces the launch of its multi-modal routing engine and platform.

The solution helps logistics professionals find the best ways to get any shipment to and from any location in the world using available modes of transport.

Users simply input an origin and destination country, city, port or address, and the system will immediately provide multiple shipping options.

Whether the shipment requires air freight, ocean freight, trucking, or other services, Fluent Cargo displays multiple route options, single or multiple combinations of modes of transport along with transit times, carrier information, and detailed specifics including the type of plane or ship used, capacity and more from thousands of service providers.

Fluent Cargo aims to democratize the planning and scheduling of the movements of international shipments and make the process as easy as planning a holiday.

“With Fluent Cargo, customers can plan their shipments with ease, accessing vital information on schedules, port-level details, and other factors impacting their shipping choices,” said Fluent Cargo CTO Andy Greig.

Greig believes that logistics professionals will save significant time by using the company’s website. “We know from our survey of how the industry performs pre-shipment research that freight forwarders spend many hours each week searching for routes, carriers, schedules and prices, visiting multiple sites to gather the data, then more time on other sites double-checking their findings. They can do all of that in minutes using Fluent Cargo.”

Greig added, “We anticipate that this groundbreaking platform will attract logistics providers, freight forwarders, and businesses across numerous industries to integrate Fluent Cargo into their operations.”


The Fluent Cargo platform is now live at, and is accepting new registrations from the worldwide logistics industry — logistics service providers, and shipping professionals at businesses with both domestic and international shipments.


Fluent Cargo is currently free of charge for users and will always have a free plan. Additional premium features are currently in development and will be rolled out in the coming months to create additional value for business and enterprise users beyond the free version’s capabilities.


The Fluent Cargo platform’s advanced technology sources gigabytes of data from a multitude of partners, incorporating live tracking information of every aircraft and ocean vessel updated frequently.

Additionally, Fluent Cargo compiles schedule data from hundreds of airlines (passenger and cargo) and ocean carriers, via both aggregators and direct integrations.

This extensive data, which encompasses city, airport, seaport, road network, and shipping lane information, is integrated into a ‘comprehensive digitized global shipping network.’

Using proprietary algorithms, the platform rapidly parses this data to generate tailored search results for users based on their unique requirements. With a minimum input of origin and destination, users can further customize their search with preferences such as carriers, locations to avoid or route via, and even specific cargo requirements like size, volume, and type.

About Fluent Cargo

Fluent Cargo is an independent, mission-driven company with a vision to provide our clients with instant access to all of the information they need in order to better plan their shipments. We’re constantly thinking about schedules, port features, carrier information, port congestion, and other factors that influence shipment planning, be it on a plane, ship, or truck.

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Added 29 May 2023


TRADE NEWS: Vesconite Bearing receives China Classification Society (CCS) Certificate of Works Approval

The port of Shanghai. Picture: Peggy und Marco Lachmann-Anke/Pixabay

Vesconite Bearings has received its China Classification Society (CCS) Certificate of Works Approval.

This was announced by Vesconite Bearings Quality Control Manager Jaco Prinsloo, who noted that the certification is valid for four years and is one of the certifications that clients request to confirm that Vesconite and Vesconite Hilube rudder bearings and stern tubes (including its Superclad bearings) meet certain quality and safety standards.

The certification company required Vesconite Bearings’ ISO 9001:2015 approval material specification sheets for its bearing materials and various other company documents, Prinsloo explains.

A manufacturing facility audit was then conducted by a shipping surveyor/engineer and, once the CCS was satisfied with the documentation and the manufacturing facility audit, the certification was granted.

Commercial vessels are usually classed and have to adhere to the class standards in order to ensure that the ship is safe and seaworthy, and Vesconite Bearings has certifications from Bureau Veritas, DNV-GL, Lloyds Register, NKK, RINA and ABS, in addition to the CCS certification that it recently received.

“Vesconite Bearings frequently gets requests to send the relevant approval certificate with its offer or order,” notes Marine Application Engineer Monique Kooij.

“Bushings are critical spare parts on a vessel, and it is important that good-quality bushings are used,” she says, noting that Vesconite and Vesconite Hilube bushings are approved by all the important class societies and this gives its customers confidence that Vesconite Bearings’ bushings are of high quality and have all the right characteristics for this critical application.

The CCS certification is important for Vesconite Bearings, since the company is enlarging its footprint in the commercial new-build sector, which is dominated by Asian shipyards.

China is responsible for around 44% of global commercial ship building at present, with South Korea and Japan also playing important roles in global commercial ship production.

Various traditional ship-building hubs also continue to play a role in ship building and repair.

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Added 11 May 2023


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TRADE NEWS: MOL and VALE agree to install Two Norsepower Rotor SailsTM

Artistic rendering of vessel with Norsepower Rotor SailsTM

Two Norsepower Rotor SailsTM to be installed to an in-service Capesize Bulk Carrier

Mitsui O.S.K. Lines, Ltd. (MOL) and Vale International SA announced a partnership to retrofit a 200,000-ton class bulk carrier with two 35m x 5m rotor sails produced by Norsepower Oy Ltd.

The bulk carrier is currently employed under a mid–term contract for transportation of iron ore for Vale.

The installation of the rotor sails is expected in the first half of 2024.

The Norsepower Rotor SailTM made of lightweight and strong composite material and with a fully automated control system, produces thrust as the wind generates differential pressure around the slewing rotor while the vessel is sailing.

MOL snr managing exec officer Toshinibu Shinoda (left) with Guilherme Brega, VALE Head of Shipping

By applying this solution, the vessel is expected to achieve about 6-10% fuel and GHG emissions reductions, combined with voyage optimisation technology – enabling significant advancements towards decarbonisation goals and reducing fuel consumptions.

MOL and VALE will continue to work towards both the stable transportation of iron ore and the reduction of GHG emissions.


MOL is a global leading shipping company operating about 800 ships across the world. MOL fleet includes dry cargo ships, liquefied natural gas carriers, Ro-Ro car carrier ships, oil tankers, etc.

Vale International SA

Vale is the world’s leading mining company, with annual iron ore production capacity of about 335 million tons.

Norsepower Oy Ltd

Norsepower Oy Ltd is a Finnish clean technology and engineering company pioneering modern auxiliary wind propulsion for the global maritime industry. The Norsepower Rotor SailTM has been used by customers for over eight years and has been proven as a low-maintenance, easy to use, and reliable fuel saving technology, which is supporting the decarbonisation of the shipping industry.

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Added 13 March 2023


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TRADE NEWS: Mammoet & P&O Logistics transport prefab luxury villas to Red Sea resort

Picture: Mammoet and P&O Logistics

P&O Maritime Logistics, a leading provider of critical logistics and marine solutions, will use its versatile Multi Carrying Vessel (MCV) fleet to transport off-site manufactured pre-finished volumetric hotel villas to the Sheybarah Island Resort on Saudi Arabia’s Red Sea Coast.

P&O Maritime Logistics has signed a new contract with global heavy lifting and transport specialist Mammoet to transport the unique hotel villas, all the way from Hamriyah to the Sheybarah Island Resort.

The two companies are supporting Red Sea Global in its ambitious project, which champions regenerative tourism and sustainable development in the Kingdom.

The Sheybarah Island Resort is a cornerstone project and part of the Saudi 2030 vision and will consist of a total of 73 uniquely shaped and prefabricated villas, some of which will hover above the island’s diverse ecosystem.

Picture: Mammoet and P&O Logistics

The stainless-steel orbs were conceptualised by Oppenheim Architecture, based in Miami and designed by Killa Design, the same designers of Dubai’s Museum of the Future, promising a unique experience for guests when the resort opens. With mangroves, beaches and coral reefs, the resort will utilise the latest sustainable and eco-friendly technologies to preserve and enhance the local environment.

The MCVs selected for the project were serviced in drydock facilities before the contract in order to limit their possible impact on local marine life – and their ballast systems were filled with water from the Red Sea to reduce the chance of introducing foreign organisms. Additionally, the shallow draft of MCVs and with the versatile thruster arrangement used on P&O Maritime Logistics vessels mean that there will be minimal disturbance of the shallow seabed.

Picture: Mammoet and P&O Logistics 

Additionally, The MCVs’ shallow draft makes them an ideal vessel for accessing areas where larger ships are unable to fit due to their size. The MCVs have the unique ability to allow efficient and timely delivery to site using the just-in-time principle, with minimal congestion for the production facility and project site, delivering a cost-effective customer solution.

Martin Helweg, CEO of P&O Maritime Logistics, said: “As a company headquartered in Dubai, we regularly operate in the Red Sea and around the Middle East. It is particularly exciting that our MCV fleet has been so successful in this region on a variety of projects.”

P&O Maritime Logistics, a subsidiary of DP World, recently chartered a new route between the Port of Jeddah and Port Sudan, where its MCV fleet is carrying containers across the Red Sea for the first time, bringing additional volumes and reducing waiting times for main line carriers.

Helweg continued: “We are also delighted to be supporting Mammoet in the development of the Sheybarah Island Resort, as part of Red Sea Global’s Red Sea mandate. Sustainability is at the heart of our business, and transporting the villas is just one example of how we are increasing our capacity for projects that promote sustainable development.”

Picture: Mammoet and P&O Logistics

P&O Maritime Logistics owns and operates 400 vessels worldwide, providing a wide portfolio of value-add services to customers. Guided by DP World’s industry-leading approach to sustainability, P&O Maritime Logistics supports its customers in building a more sustainable future by creating flexible solutions and ensuring both operational efficiency and excellence.

Jad Ayoub, Project Director for Mammoet said: “We are pleased to have P&O Maritime Logistics supporting us with the shipment of villas for the Sheybarah Island Resort. We have selected P&O Maritime Logistics for its vessels with shallower drafts that will have minimal impact on the sensitive marine environment of the Red Sea. With Mammoet’s ongoing commitment to sustainability and sustainability being the vision for the project, it was crucial to partner with a company that ensures their operations and values are aligned with ours.”

Earlier this year Mammoet has been appointed by Red Sea Global for the transport and installation of the villas for Sheybarah Island Resort.

P&O Maritime Logistics is continuing to modify and utilise MCVs across their operations globally.

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Added 8 February 2023



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TRADE NEWS: Total propulsion control makeover of Silja Europa

Cruise-ferry Silja Europa

Qtagg recently secured an order on a total upgrade of cruise ferry SILJA EUROPA’s propulsion control system, that will decrease the ship’s fuel consumption by 6% and CO2 emissions by 2096 tons yearly. The overhaul includes engine speed governors, fuel rack actuators, pitch control and voyage optimization with EcoPilot.

Silja Europa will get an upgrade to the propulsion control system and be equipped with EcoPilot which will give a 6% reduction in fuel consumption and emissions.

Silja Europa is Tallink’s largest cruise vessel with a gross tonnage of 59,912. Up until the summer of 2022 it operated on the Baltic Sea, between Helsinki (Finland) – Tallinn (Estonia). Since September 2022, it has been chartered out to the Netherlands and used to house migrants and refugees. The technical review made in preparation to bring Silja Europa into regular traffic again resulted in the decision to replace the complete existing propulsion control system with up-to-date technology, and to add EcoPilot for fuel-saving voyage optimization.

EcoPilot Planning View

Voyage optimization, governors, actuators & pitch control

Qtagg will supply the EcoPilot voyage optimization system, with interfaces both at the bridge and in the control room, four DEGO IV engine governors, four ASAC actuators with control units, two pitch control units and the ancillary equipment needed for a complete and integrated installation.

The governors will be installed in the engine control room, replacing existing Woodward control units. The governors are connected to an application server and a system that visualizes fuel consumption and provides detailed logging.

The actuator control units will be mounted in the engine room, while the pitch control units are installed in the existing pitch control cabinet where it replaces the current analog rack.

Control and predictable fuel savings with AI eco-driving

EcoPilot provides the captain with exact control over the arrival time, while saving fuel in a predictable manner.

EcoPilot Mode Selector view

The expected fuel consumption for a voyage is automatically calculated beforehand, based on the desired arrival time, selected route and current weather reports. In the voyage planning process, the captain will know how much fuel will be consumed to bring the ship to its destination. He can choose to adjust the arrival time or to depart earlier in order to optimize fuel savings.

6% less fuel and emissions

The fuel savings are estimated to be about 6%, in line with savings recorded on Tallink Isabelle, where EcoPilot is already installed.

The fuel savings are achieved through optimized propulsion, based on the collection and processing of large amounts of data, including real-time weather forecasts, sea state and ship data. Once the captain has selected a route it is executed through the propulsion control system, and the optimal propeller speed and pitch position is applied over the complete course of the voyage.

Annual CO2 reductions of 2096 tons

The expected annual CO2 reduction for Silja Europa is 2096 tons, which will contribute to a lower ETS cost in the future and a better CII rating for the ship.

About Qtagg

Qtagg is a marine green tech company minimizing fuel consumption for vessels by providing automated systems for propulsion control. The system optimizes every voyage using AI for fuel savings and on-time arrival with desired CII rating. The captains and operators can execute their priorities and optimize fuel economy, cut emissions, and arrive on time, every time.

More information to be found HERE

EcoPilot engine view

About Silja Europa

Vessel type: Ro-Ro/Passenger ship
Gross tonnage: 59,912
Length overall x Breadth extreme: 201.78 x 32 metres
Year built: 1993
Home port: Tallinn

About Tallink Grupp

AS Tallink Grupp is one of the leading providers of passenger and cargo transport services in the northern Baltic Sea region. The company’s fleet consists of 15 vessels and the company operates various routes under the brands of Tallink and Silja Line. Tallink Grupp’s shares are listed on the Nasdaq Tallinn Stock Exchange and Nasdaq Helsinki Stock Exchange.

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Added 6 February 2023


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TRADE NEWS: Castor Marine offers Starlink to boost Internet for its maritime, offshore and superyacht clients

Castor Marine

Castor Marine and Castor Networks to serve maritime, yachting and enterprise customers with an improved low-latency, high-bandwidth broadband experience from Starlink

Since Starlink announced its connectivity services for the maritime industry, customers have shown big interest in Low Earth Orbit (LEO) satellite communications at sea, because of the system’s ability to provide high-speed Internet at very low latency. Recognising this, Netherlands based connectivity provider Castor Marine has taken the step to add Starlink to their portfolio completing its VSAT and network capabilities, by becoming an Authorised Starlink Reseller.

New level of connectivity at sea

Adding Starlink’s high-speed, low-latency broadband Internet solution to its portfolio means that Castor now can offer SD-WAN automatic and dynamic switching service between Starlink, VSAT, Iridium, Fleetbroadband and 4G/5G LTE services to create a seamless user experience that was impossible a few months ago – it’s quite unique.

Market developments

Already the effects of Starlink’s network of satellites in low Earth orbit (the largest constellation in the world) can be seen rippling through the yachting, offshore energy, and marine transport markets, where demand was ahead of supply for a while and is now catching up.

Ivo Veldkamp, Castor Marine’s CEO, expects Starlink to “replace 4G/5G connectivity onboard of merchant marine and offshore vessels and yachts.” He also predicts that “vessels currently relying on VSAT will add Starlink for their high bandwidth requirements, while keeping VSAT on board as a back-up and failover service.”

Mark Olthuis, Director of Castor Marine, says: “Starlink is a ground-breaking service, bringing a new level of connectivity at sea, accelerating automation and digitalization for shipowners and improving internet experience for everybody onboard. We received positive feedback from customers who are already using Starlink and see a big demand from both our established customer base and new customers.”

Hardware, installation and security

Starlink Maritime consists of two flat panel antennas that have a very small footprint, are easy to install and require a minimum of space above deck. Another feature enabling ease of operation is that no matter how many vessels one hooks up to Starlink, all systems can be monitored and managed remotely from a single digital portal. As to security: the Starlink system provides end-to-end encryption. This ensures safe data traffic and protecting the confidentiality of its contents.

“Our customers expect us to stay ahead of the curve and provide them with the best connectivity solution technically available in the market,” adds Ivo Veldkamp. “We foresee a shift in the market with customers switching from VSAT and 4G/5G connectivity to Starlink with VSAT as back-up. Adding Starlink to our portfolio of services enables Castor to create the optimal connectivity solution, not only for the maritime industry, but also for our NGO and enterprise customers.”

Already, clients from the yachting, offshore, container and tanker industries have expressed their interest in purchasing Starlink service on their vessels. With the Reseller Agreement in place and the hardware in stock, Castor is now set to respond at speed to these market requirements.

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Added 7 December 2022



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TRADE NEWS: Wilhelmsen enters into an agreement to acquire Vopak Agencies

Wilhelmsen's Agencies in Africa Ports & Ships
Wilhelmsen Port Services: Agencies

Wilhelmsen Port Services has entered into an agreement with Vopak to acquire 100% of Vopak Agencies and 50% of Diize.

Vopak Agencies and Diize are highly complementary and a perfect match for the global reach of Wilhelmsen Port Services’ maritime network of 2 200 ports.

Vopak Agencies, has a strong track record within both hub services and port agency within the tanker segments in Europe and extensive experience within their field. Diize is a Vopak developed digital software company aimed at the future of port orchestration.

The completion of the transaction is subject to predetermined conditions and works council advice and is expected to close later in the fourth quarter of this year.

Vopak Agencies will transfer to Wilhelmsen Port Services once the deal is completed, while Diize continues as a joint venture between Wilhelmsen and Vopak Ventures. In the interim, both Wilhelmsen Port Services and Vopak Agencies will continue to operate as separate companies with no changes for customers or partners.

One of the key pillars of Wilhelmsen Port Services’ recently launched strategy is to be a leading local port partner in the markets it serves. The acquisition of Vopak Agencies and its position as a tanker specialist in North-West Europe gives Wilhelmsen Port Services access to that unrivalled local knowledge.

“This opportunity came at a perfect time for us, says Neal de Roche, President, Wilhelmsen Port Services.

“With our ambitious growth strategy, expansion of services in the port value chain and recent rebranding in place, joining forces with Vopak Agencies and Diize ticks all the boxes. I am impressed with the strong position that the Vopak team has built within hub services and port agency and really look forward to bringing their knowledge and experience to our global network of customers.

“Diize also offers great opportunities in terms of shaping the port experiences of the future. Really excited about getting to know the Vopak team, and to welcome them to Wilhelmsen once the deal is completed,” se Roche said.

Patrick van der Voort, Division President Vopak Europe and Africa said they are happy to have come to this agreement with the Norwegian maritime company Wilhelmsen.

“Although within Vopak we will surely miss our colleagues at our agencies organisation, we are convinced that the agency customers and colleagues will benefit from becoming part of the Wilhelmsen network, with the agency business as their core activity.

“We would like to thank our agencies colleagues and our customers of our agencies services for their trust and contribution to Vopak and will work together towards a closing and smooth transfer to Wilhelmsen.”

About Wilhelmsen Port Services

Wilhelmsen Port Services is a leading provider and industry veteran having delivered more than one million port calls across 2,200 ports around the world. Leveraging extensive experience from ships agency and maritime logistics, Port Services aspires to shaping the port experiences of tomorrow, by offering a series of new innovations and solutions within the port ecosystem. Port Services is part of maritime group Wilhelmsen, building on their reliable network and heritage, to enhance performance and efficiency throughout the port value chain.

About Vopak Agencies

Vopak Agencies is the market leader in the greater Amsterdam-Rotterdam-Antwerp (ARA) region. With 180 years of Agency history and a strong focus on service levels, quality, safety, and sustainability, Vopak Agencies ensures efficient and safe handling of port calls via its own office in Rotterdam, Antwerp, Terneuzen, Amsterdam, Hamburg, and Gothenburg. Vopak Agencies provides maritime services for all kinds of vessel types. The customer base reflects a.o. Oil Majors, Chemical producers, Traders, the offshore market, and the main shipping companies. Besides Port Agencies, Vopak Agencies provides Hub Services with an impressive network of Local Port Agents, positioned at strategic locations along major trade routes. The last years Vopak Agencies successfully developed Diize which is simplifying the maritime industry by putting the vessel back in the center of our digital solutions.

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Added 17 October 2022


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TRADE NEWS: Unique Ship-to-Shore Power System Helps Accelerate Decarbonisation Efforts in Maritime Sector

Princess Cruises partnered with Watts Marine to build a shore power system at the Port of Seattle. Picture: Watts Marine in Africa Ports & Ships
Princess Cruises partnered with Watts Marine to build a shore power system at the Port of Seattle. Picture: Watts Marine

Innovative electrical substation design is at heart of cold-ironing system that allows cruise ships to shut down and plug into shore-side power and significantly reduce greenhouse gas emissions at ports

In 2018, the UN International Maritime Organization set a goal to cut the maritime greenhouse gas emissions by at least half by 2050. One approach to decarbonizsation is cold ironing, where a vessel shuts down all on-board power generation from diesel engines and connects to shore power supplied by the local utility. With this approach, the industry can lower CO2 and other pollutant emissions up to 98% almost overnight. As a result, custom shore power systems are increasingly popping up at ports throughout North America.

Converting to shore power for an ocean-going vessel, however, requires proprietary equipment and the ability to accommodate a variety of ship conditions. Ships operate on either 6.6 or 11 KV and have power requirements anywhere from 4 to 16 megawatts with unique load profiles specific to each ship. As a result, the substation in this environment must be able to protect both the vessel and the utility providing the power.

So, it is not surprising that the SCADA systems used in electrical utility substations can be found monitoring and controlling power in cold-ironing systems shore-side as well. As in the case of traditional substations, protection relays and redundant safety systems ensure reliable and safe power transmission while monitoring and control equipment provide real-time management and remote access with in-depth reporting. For ship-to-shore systems, only a few minor customisations are required to provide a full range of power quality and usage reports for the ship and operator billing requirements.

Ensuring shore power is ‘ship shape’

The patented custom shore power system consists of proprietary equipment designed specifically for the cruise ship industry. Picture: Watts Marine in Africa Ports & Ships
The patented custom shore power system consists of proprietary equipment designed specifically for the cruise ship industry. Picture: Watts Marine

Adapting substations to facilitate ‘cold ironing’ or connecting an ocean-going ship to shore power while in port originated with the cruise line industry. In 2005, Princess Cruises was looking for a partner to build a shore power system at the Port of Seattle. The company reached out to a large electrical contractor with deep experience in commercial high-voltage projects. Design, engineering, manufacturing, installation, and commissioning of the first project was completed in under six months.

The development of the custom solution eventually led to the formation of a shore power division for the contractor which has now become a stand-alone shore power contractor for ports. Today Watts Marine supports ten installations in seven ports across Canada and the U.S.

The patented custom shore power system consists of proprietary equipment designed specifically for the cruise ship industry. It includes dual-voltage electrical service equipment, custom-developed electrical cable handling equipment, and customised electronic monitoring and control equipment.

Once a cruise ship or ocean transport vessel is equipped to receive shore power docks in port, an operator selects the ship to be connected from a database that is integrated into the customised automation system which determines the proper operating parameters.

The Watts Marine Shore Power System does the rest. In this process, five flexible power and control cables are lifted by a specially designed cable positioning device and connected to the ship’s electrical system through marine standard plugs and sockets. A shore-side operator then closes the breaker and power is supplied to the vessel.

Protection relays and redundant safety systems are used to protect both the ship and shore electrical systems; all the ship’s systems then convert to the shore power. The operator constantly communicates with the ship to ensure a safe transition. Everything is monitored locally, and all systems are also monitored remotely from the main office.

The shore power system includes dual-voltage electrical service equipment, custom developed electrical cable handling equipment, and customised electronic monitoring and control equipment. Picture: Watts Marine  in Africa Ports & Ships
The shore power system includes dual-voltage electrical service equipment, custom developed electrical cable handling equipment, and customised electronic monitoring and control equipment. Picture: Watts Marine

Monitoring and control

“We were looking for a partner that would understand our needs and provide us with the monitoring side,” said Mike Watts, Principal of Kingston, WA-based Watts Marine located in greater Seattle and designers of the shore-to-ship power solution. “Within the footprint of our system, there is a lot of high-voltage equipment that you would find in a traditional substation, and so the monitoring and protection side is very similar to what utilities install.”

Because ships have varying loads, the substation must adjust and change its monitoring points to match each ship’s power needs. Customised solutions are required to address key variables such as voltage, loads and secondary voltage.

“With cruise ships, we are plugging into different power requirements that can be anywhere from four to twelve megawatts,” said Watts. “In addition, the ships operate on either 6.6 KV or 11 KV voltage classes. We needed a solution that would work with different load profiles.”

After initially meeting at a trade show in 2008, the company selected NovaTech Automation, a Pennsylvania-based provider of the industry-leading Orion automation systems, to provide the remote monitoring and reporting capabilities required for their shore-to-ship power solution.

“At the time, we only had two systems installed but it was still important for us to monitor everything at each location remotely,” says Watts, adding that at the home office there is the ability to see all their systems’ status in a single line item.

The Orion automation system collects data from Bitronics panel meters which provide electrical measurements such as voltage, amp and currents, fault and event records, as well as trend logs.

An operator uses custom HMI frames that are fed by customised Orion web pages for local and remote visualisation. Alarms are triggered automatically when things fall outside of range operating like a traditional SCADA system.

The Orion also provides detailed reporting of key metrics of the shore power connection including (KWH) of energy consumed and connection start and stop times.

With the ability to condition, manage and remotely monitor the use of shore power to meet a ship’s electrical needs while in port by adapting traditional substation automation solutions, there is an opportunity to use this technology with other ocean-going vessels in the future as well. This is sure to have significant environmental benefits by reducing harmful emissions in residential, commercial, and industrial areas near busy ports.

For more information on substation automation solutions across industries, visit the NovaTech Automation website HERE

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Added 30 September 2022


TRADE NEWS: NAVTOR signs major agreement with Shoei Kisen for NavFleet

Shoei Kisen Kaisha - one of Japan’s largest shipowners and managers in Africa Ports & Ships
Shoei Kisen Kaisha – one of Japan’s largest shipowners and managers

NAVTOR has secured an agreement with Shoei Kisen Kaisha, Ltd, one of Japan’s largest shipowners and managers, to deliver the NavFleet application across their fleet of managed vessels. The digital platform will allow the firm to securely share real-time vessel data with onshore teams, ensuring ‘next level’ monitoring of assets, supporting optimal safety, efficiency, compliance, and operational decision making.

Integrated approach

Shoei Kisen, a part of Imabari Shipbuilding (Japan’s largest shipbuilder), will now introduce NavFleet to the existing NAVTOR digital ecosystem onboard its bulk carriers and container ships. This integrated system includes the NavStation digital chart table software (with automated Passage Planning), NavBox, a certified cyber secure gateway for seamless data transfer, and NavCloud cloud computing services.

Masaru Matsumoto, Deputy General Manager Ship Department, Shoei Kisen, comments: “After several product comparisons, NavFleet’s integrated service stood out. It allows us to check the fleet passage plans in a timely manner from shore on the same screen as the vessel, and to continuously monitor deviations from routes. It’s a very innovative solution.”

Realising ambitions

From NAVTOR’s perspective, it is, according to Hiroaki Kitano, NAVTOR Japan Managing Director, “a landmark contract” – for both his business and the client.

“NavFleet was launched last year as a key enabler in our mission to make maritime operations simpler, safer, more efficient and increasingly sustainable for our customers,” he states. “As a single, secure, scalable and fully integrated digital platform it works to bridge the gap between vessels and land-based management teams, seamlessly sharing real-time data for complete situational awareness and improved decision making.

“For a forward-leaning company like Shoei Kisen, it is an ideal application to help them reach ambitious business goals. We’re delighted a company of their industry standing has recognised the unique benefits of NavFleet, and look forward to assisting them in their sustainable growth and success.”

Continual development

NAVTOR logo in Africa Ports & Ships

NAVTOR is a Norwegian-headquartered maritime technology company with a specialism in e-Navigation and performance monitoring and optimisation. Launched in 2011, it is now established as the world’s largest ENC distributor, with products and services on more than 8,000 vessels. Since opening the doors of its Japan office in 2015, it has captured a significant domestic market share.

“Japan is an important market for NAVTOR, and NavFleet a key development, so Hiroaki is right to refer to this as a landmark agreement,” comments Børge Hetland, CCO, NAVTOR.

“Shoei Kisen is at the vanguard of the industry here, and we believe where they lead others will follow. Their office-based teams will now be able to see simultaneous displays of real-time vessel data and positioning, while monitoring routes and passage plans, and, in the event of route deviations, weather issues, speed reductions or schedule delays, receive timely alerts. This gives shore-based staff the insights and control they need to take swift action for safe, efficient and predictable operations and navigation. The benefits of that – in terms of addressing challenges and seizing opportunity – are immense.”

Alongside NAVTOR Japan, NAVTOR has a network of eight other office locations, more than 20 international distributors and customers from over 60 different countries.

For further information please see

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Added 16 September 2022


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TRADE NEWS: DNV and MSC sign 100 vessel contract for Anti-Roll Assist and ARCS

The signing ceremony was held at the SMM Trade Fair in Hamburg (L to R): Jan-Olaf Probst, Director Business Development Hamburg and Executive Vice President at DNV, Giuseppe Gargiulo, Head of Newbuildings, MSC, Knut Ørbeck-Nilssen, CEO Maritime, DNV., in Africa Ports & Ships
The signing ceremony was held at the SMM Trade Fair in Hamburg (L to R): Jan-Olaf Probst, Director Business Development Hamburg and Executive Vice President at DNV, Giuseppe Gargiulo, Head of Newbuildings, MSC, Knut Ørbeck-Nilssen, CEO Maritime, DNV.

Hamburg, 7 September 2022. At the SMM trade fair in Hamburg today, classification society DNV and global container shipping line MSC Mediterranean Shipping Company (MSC) signed a contract to implement the new DNV Anti-Roll Assist system and ARCS (Anti-Roll for Containerships) class notation in some 100 vessels.

With the new contract, MSC is the first global liner company to install the application and implement a ship-specific tool to avoid container losses due to parametric or synchronous rolling.

Millions of containers are shipped safely across the world every year, forming the backbone of global trade and commerce. On rare occasions, a combination of environmental, navigational, design, and vessel parameters combine to trigger synchronous and parametric rolling events that can exceed lashing limits. If these events result in container losses, the environmental, financial and reputation damage can be significant.

DNV’s new Anti-Roll Assist helps vessel captains to recognise and avoid the risk of parametric and synchronous resonant rolling. By using a ship-specific hydrodynamic database the system can provide a risk picture for the vessel, based on its heading, speed, loading condition, and the environmental conditions.

MSC will be the first ship owner to implement the ARCS notation and will integrate the application in their onboard weather routing systems. The contract covers dozens of newbuildings, ships in operation, and vessels to be constructed, ranging in size from 1,800 to MSC’s largest vessels at some 24,000 TEU.

“At MSC the safety of our crews, vessels, and cargoes will always be our highest priority,” said Giuseppe Gargiulo, Head of Newbuildings at MSC. “We are always looking for new solutions to minimise risk and the new Anti-Roll Assist gives MSC a new tool that can empower our people both on-board and on-shore.

“By implementing the new application on our vessels captains and crew can both plan ahead and react in the moment when a potentially critical situation is identified – enhancing our safety culture. Implementing this into our current newbuildings is a natural first step and we look forward to continuing to work with DNV and build on our longstanding relationship going forward.”

“To have a company like MSC embrace this new solution, is incredibly gratifying,” said Knut Ørbeck-Nilssen, CEO Maritime of DNV. “We are very excited about the potential of Anti-Roll Assist and the ARCS notation to help our customers enhance the safety of their cargoes and vessels. I would like to thank MSC on behalf of the whole of DNV for their continued trust in our company. MSC’s forward thinking in integrating the application, once again demonstrates their continued leadership in moving the containership industry forward.”

“The combination of factors that lead to rolling which can result in container loss can be very hard to predict,” said Jan-Olaf Probst, Director Business Development Hamburg and Executive Vice President at DNV. “In developing the Anti-Roll Assist we wanted to give captains and crews a very clear and simple picture of the risk, based on a combination of crucial factors, including their vessel’s heading and speed.

“The application can also support the captain and crew in assessing if a navigational adjustment is required. Additionally, through the integration of advanced weather models, Anti-Roll Assist can be used to determine the best route to avoid extreme motions during route planning, helping to optimise ship operations.”

Anti-Roll Assist can stand alone or be integrated into other onboard systems, such as lashing computers, weather routing tools, or navigation systems. This is supported by the ARCS class notation which enables shipowners to demonstrate to their customers that a strategy to minimise the risk of container loss is in place. Owners can meet the requirements of the ARCS class notation by implementing a software solution which meets designated functional, technical and performance requirements, particularly a stringent hydrodynamic approach to calculating the risk.

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Added 8 September 2022

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TRADE NEWS: Water lubricated propeller shaft bearings found to reduce fuel consumption

Fuel losses due to the friction coefficient (of an oil-lubricated propeller shaft bearing system can be reduced by as much as 85% in Africa Ports & Ships
Fuel losses due to the friction coefficient (of an oil-lubricated propeller shaft bearing system can be reduced by as much as 85%

Peer-reviewed research by Thordon Bearings into the hydrodynamic lubrication efficiency of a ship’s propeller shaft bearing has found that the use of seawater-lubricated elastomeric polymer bearings reduces fuel consumption.

The environmental and financial benefits of adopting a seawater-lubricated propeller shaft system are well documented, but this is the first indication that the arrangement reduces hydrodynamic resistance enough to improve fuel consumption, compared to a conventional oil-lubricated bearing arrangement.

The ground-breaking research is based on new methodology for calculating the performance of seawater-lubricated bearings, which, until now, has been based on decades-old theory developed for oil-lubricated propeller shaft bearings.

“Classic rigid surface bearing theory is valid and commonly used for oil-lubricated metal bearings. However, two major factors of seawater-lubricated bearings, namely low lubricant viscosity and deformability [of the polymer bearing surface], make the application of rigid surface bearing calculations susceptible,” Thordon Bearings’ Chief Research Engineer, Dr. Gary Ren, says in his peer-reviewed paper published in the July edition of the Elsevier journal Tribology International.

“We believe Dr Ren’s method is more accurate, because it takes into account the characteristics of seawater as a lubricant, the polymer materials used, bearing pressures, viscosity, friction and so on,” said Elena Corin, Senior Manager, Special Marine Projects, Thordon Bearings. “This is the first time anyone has investigated whether there are differences in friction coefficient between the two types of bearings. And there are!”

Corin furthered that the new methodology provides “strong evidence” to quantitatively support the benefits of a Thordon COMPAC system.

“By applying the results, we were able to determine the minimum required shaft speed for hydrodynamic lubrication efficiency, the coefficient of friction as well as the water film thickness at any given load and shaft speed,” she said.

“Test results confirmed that fuel losses due to the friction coefficient [hydrodynamic resistance] of an oil-lubricated propeller shaft bearing system can be reduced by as much as 85% by using seawater-lubricated polymer bearings.”

Thordon Bearings used the methodology to compare the fuel consumption of a Panamax containership and an Aframax tanker operating a 640mm (25.2in) diameter oil-lubricated propeller shaft bearing versus the same ships operating an open COMPAC seawater-lubricated bearing system.

Each vessel was assumed to run on VLSFO (very low sulphur fuel oil) at a global average price of US$890/mt, operating for 70% of the time.

“The results confirmed that fuel losses due to the friction coefficient (hydrodynamic resistance) of an oil-lubricated propeller shaft bearing system can be reduced by as much as 85%.

“Fuel costs will depend on the operational profile of the vessel, but we conservatively estimate annual savings of at least US$10,000 per vessel,” said Corin. “This is in addition to the other life cycle cost savings associated with a Thordon seawater-lubricated bearing system.”

Commenting on the research findings, Craig Carter, Thordon Bearings’ Vice President Business Development, said: “Reducing friction coefficient is another reason why a seawater-lubricated propeller shaft bearing system pays dividends for ship owners and operators, commercially and environmentally. When you consider the operational cost of running an oil-lubricated propeller shaft over 25-years, a seawater-lubricated shaft line pales by comparison.”

Thordon Bearings is now carrying out research to assess the carbon emissions reduction attributes of vessels using a seawater-lubricated system to help shipowners meet CII (Carbon Intensity Indicator) requirements.

From 1 January 2023, shipowners will be required to document their Attained Annual CII and verify it against the Required Annual CII to determine their vessels’ operational carbon intensity rating. Savings in fuel consumption and subsequent reduction of CO2 emissions are the focus of the CII measure.

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Added 7 September 2022


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TRADE NEWS: TotalEnergies & COSCO complete first marine biofuel bunkering

COSCO Houton: TotalEnergies Marine Fuels Completes COSCO Shipping Lines’ First Bunkering of Marine Biofuel in Africa Ports & Ships
COSCO Houston: TotalEnergies Marine Fuels completes COSCO Shipping Lines’ first bunkering of marine biofuel

TotalEnergies Marine Fuels has successfully completed the first refuelling of a COSCO Shipping Lines containership with sustainable marine biofuel. This operation marks TotalEnergies’ first biofuel bunkering operation for a containership in Singapore.

On 11 July 2022, the 4,250 TEU COSCO HOUSTON (IMO 9484273) container vessel was bunkered with TotalEnergies-supplied biofuel in Singapore waters, via ship-to-ship transfer.

VLSFO (Very Low Sulfur Fuel Oil) blended with 20% second-generation, waste-based and ISCC-certified UCOME (Used Cooking Oil Methyl Ester), was bunkered via an operation that was made possible with support from the Maritime and Port Authority of Singapore (MPA) and the involvement of local partners such as tank storage company, Vopak Terminals Singapore at Penjuru.

From a well-to-wake assessment, the biofuel will reduce approximately 17% of Greenhouse Gas (GHG) emissions compared with conventional fuel oil. The biofuel has been consumed during the Container vessel’s voyage to Jakarta, Indonesia.

“We are honoured to partner COSCO Shipping Lines, one of the world’s largest container shipping companies, in their decarbonisation journey with the provision of their first biofuel bunker stem,” said Laura Ong, General Manager of Trading and Operations for Asia Pacific, TotalEnergies Marine Fuels, based in Singapore.

“This successful collaboration lays a foundation for both companies to explore new joint initiatives that promote the introduction of clean, low-carbon alternative fuels,” she said.

“This milestone bio-bunkering operation also further validates the important role of biofuels in decarbonising conventional marine fuels, and the potential greenhouse gas (GHG) reduction gains it can bring to existing vessels.

Ong added that in line with TotalEnergies’ climate ambition to reach net-zero emissions by 2050 together with society, they will continue to scale up their biofuel capabilities and to support the growing interest for sustainable marine biofuels in the region.

This operation follows successful biofuel bunkering trials that TotalEnergies Marine Fuels performed in Singapore with a vehicle carrier operated by Mitsui O.S.K. Lines, Ltd. (MOL) and a bulk carrier chartered by NYK Line this year.

Biofuels as a Marine Fuel

Biofuels provide an immediate and sustainable solution to decarbonise shipping today, as they can be blended or dropped into existing conventional fuels with little or no technological developments required on vessels. As part of its strategy to produce a new generation of biofuels for use in transport, TotalEnergies is investing in advanced biofuels projects based on sustainable feedstock, thereby sourcing from the circular economy and limiting the competition for and impact on arable land. These initiatives reinforce TotalEnergies’ climate ambition to reach net-zero emissions by 2050 together with society. In parallel, TotalEnergies Marine Fuels is committed to drive the decarbonization of shipping through the provision of clean and low-carbon marine fuel solutions across the short and long-term.

About TotalEnergies Marine Fuels

With over three decades of market experience, TotalEnergies Marine Fuels is TotalEnergies’ dedicated business unit in charge of worldwide bunkering activities. A long-term partner to the global shipping industry, TotalEnergies Marine Fuels serves more than 200 shipping customers across over 120 ports in Europe, Asia Pacific and Africa. Its headquarters is located in Singapore, with two satellite offices in Paris and Geneva. In order to help its shipping customers adopt the cleanest available marine fuels today, TotalEnergies Marine Fuels has made key investments to supply marine LNG, bioLNG and biofuels at strategic bunker hubs. As part of its ongoing work in various maritime coalitions and cross-industry R&D initiatives, TotalEnergies Marine Fuels is also helping to shape the production of decarbonized future fuels for shipping.

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Added 25 August 2022


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TRADE NEWS: Thordon’s SXL bearings installed on history-making Daleela

Ferry Daleela having Thordon's SXL bearings fitted, in Africa Ports & Ships
Ferry Daleela having Thordon’s SXL bearings fitted in the Suez Shipyard floating dock

Thordon Bearings’ Egyptian distributor and integrated services provider Nefertiti Marine has successfully commissioned the water lubricated Thordon SXL propeller shaft bearings installed aboard the 24,112gt ferry Daleela.

The 1991-built, 400-passenger capacity RoPax, owned by El-Etehad International and chartered to Scandro Holdings, began operations on the revived Piraeus–Limassol route in June 2022 following an extensive refit in the floating dock operated by the Suez Shipyard in Egypt.

Nefertiti Marine supplied a total of 14 Thordon SXL forward, intermediate, and aft bearings machined to fit propeller shaft diameters of 525mm (20.6in) and 530mm (20.8in).

The original rubber propeller shaft bearings had completely worn out, exceeding the maximum clearances allowed by 5 and 7mm (0.19 and 0.27in).

According to Karim Abd El Karim, Engineering Manager, Nefertiti Marine, “there were no visible cooling grooves in some areas of the rubber bearing due to the excessive wear.”

El-Etehad’s decision to replace the rubber propeller shaft bearings with the SXL elastomeric material followed the success of a similar installation to the owner’s 1993-built sistership Amal. Suez Shipyard converted the vessel’s original bronze rudder bearings to SXL in 2021.

El Karim said: “The owner was familiar with the environmental benefits of a propeller shaft bearing lubricated by seawater but wanted a more cost-effective, low maintenance solution capable of reducing time in drydock. Compared to a traditional rubber bearing system, an SXL bearing has a much longer wear life and, in this case, doubled the time between drydockings. We worked closely with the shipyard on this project and completed commissioning in early June.”

Awny Gad, Engineering Superintendent, El Etehad International, said: “It was important to have a bearing system proven to reduce the high operational expenditure associated with traditional rubber bearings. When Nefertiti Marine put forward the SXL solution, we were keen to try it. So far, we are very satisfied with the performance of the Thordon material and the 24/7 customer service we receive from Nefertiti.”

Prior to Daleela’s history-making voyage, the last ferry to operate the 30-hour route between Greece and Cyprus was the Salamis Star in October 2001.

“We are immensely proud to have been involved in this project, which marks the revival of a maritime link between Greece and Cyprus after more than twenty years,” said Craig Carter, VP Business Development, at Thordon Bearings.

Daleela sails from Piraeus to Limassol every Tuesday and Friday with the return crossing on Wednesdays and Sundays.

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Added 23 August 2022


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TRADE NEWS: Choosing noise-free marine bearings

Vesconte bearings, in Africa Ports & Ships
an ocean of noise could be greatly reduced if……

The choice of bearing material is important for those who are concerned with the environmental impact of human activities in marine environments

An ocean of noise could be greatly reduced if more ship owners opted for noise-free marine bearings.

This is according to Vesconite Bearings, which is promoting its bearings materials as ones that exhibit low squeal, vibration and noise because of their low friction, small clearances and no slip stick.

Vesconite bearing materials have unusually low co-efficients of friction so there is little squeal when using Vesconite since:-

•Vesconite has a co-efficient of friction of 0.12 – 0.15 running dry on stainless steel;
•Vesconite Hilube has a co-efficient of friction of 0.08 – 0.12 running dry on stainless steel; and
•Vesconite Superlube has a co-efficient of friction of 0.05 – 0.08 running dry on stainless steel

In addition, the materials exhibit little to no slip stick, the jerky motion associated with sound that is common in applications with intermittent motion.

This is because Vesconite Hilube and Vesconite Superlube, in particular, have excellent stiction characteristics, since their co-efficients of static friction are lower than their co-efficients of dynamic friction … and this results in less noise or no noise at the start of motion and during slow rotations.

Moreover, because Vesconite does not swell or distort, Vesconite bearings can be machined with small clearances. This considerably reduces vibration and associated noise, since there is much less play between the bearing and its housing.

These bearing characteristics are important in an ocean environment in which noise levels are believed to have doubled every decade since the 1950s. This has largely been due to the increase in shipping and is also contributed to by small boat traffic in coastal waters.

Depending on the species, and the noise frequency and intensity, various physiological conditions have been noted in animals, including increases in blood pressure, heart rates, cortisol levels, cholesterol levels and respiratory rates.

For marine animals, besides physiological disturbances, there may be behavioural responses to avoid noise, including ascents that are too rapid and spending too much time on the surface.

These factors make the choice of bearing important for those who are concerned with the environmental impact of human activities in marine environments.

To read more about how Vesconite can reduce noise in many environments. GO HERE

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Added 18 July 2022


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TRADE NEWS: Hydrogen energy system for cruise vessels

HAV Hydrogen H2 System in Africa Ports & Ships
HAV Hydrogen H2 System

DNV grants preliminary approval to HAV Group ASA

Oslo, 2 June 2022: DNV has awarded the Norwegian technology provider HAV Group ASA preliminary approval for its hydrogen-based energy system.

The system uses liquefied hydrogen storage and fuel cells and was created as part of the FreeCO2ast project, which is currently developing a high-capacity hydrogen energy system that can be retrofitted onboard two coastal cruise vessels owned by the Norwegian operator Havila Kystruten.

The preliminary approval through DNV means that HAV Group ASA can confidently enter the final design stage and is one step closer to commercializing its hydrogen system.

Green hydrogen could play an important role in the decarbonisation of shipping – both in terms of its potential as an enabler for synthetic fuels, as well as its direct use as ship fuel.

However, hydrogen’s unique properties make it a complex fuel to work with, and the lack of prescriptive regulations means that companies wishing to launch hydrogen systems need to follow the IMO guidelines on alternative design (MSC.1/Circ.1455).

As with all emerging fuels, the maintenance of high safety levels when using hydrogen is paramount.

“The Alternative design approval process is used for novel ship designs that cannot be approved with the current prescriptive regulations and the final approval is granted by the Flag State. We at DNV, were very pleased that HAV Group ASA selected us as their chosen partner to carry out a third-party verification review as part of the Alternative Design approval process,” explained Ivar Håberg, Director of Approval, Ship Classification, DNV Maritime.

He added: “Our assessments have shown that the preliminary design complied with the goal and functional requirements in the IGF Code (IMO International Code of Safety for Ships using Gases or other Low-flashpoint Fuels).

“This means that HAV Group ASA has successfully demonstrated that their concept fulfils the initial criteria for safe and reliable operations with hydrogen as ship fuel. It’s been a pleasure to work with HAV Group ASA, and we look forward to seeing the final design take shape.”

Gunnar Larsen, CEO of HAV Group ASA, said: “Getting a hydrogen energy system off the ground is a complex and very challenging undertaking, and we are very proud to have come this far. Getting to this stage has been the result of four years of cooperation with our internal and external partners in the FreeCo2ast project and excellent support from experts at DNV.

“Their guidance has been essential in successfully navigating the Alternative Design process.”

In a separate project, DNV advisory experts supported HAV Group ASA with Hazard Identification (HAZID study) and Quantitative Risk Analysis (QRA) for every aspect of their hydrogen fuel system, including bunkering, storage tanks, the fuel supply system and other auxiliary systems that are connected to the hydrogen system on board the vessels.

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Added 2 June 2022


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TRADE NEWS: Vesconite facilitates extra-large marine bearings

One of the extra-large marine bearings that Vesconite Bearings produced recently, in Africa Ports & Ships
One of the extra-large marine bearings that Vesconite Bearings produced recently

Vesconite Bearings has established a dedicated extra-large bearings facility within its factory.

It will manufacture no-swell low-friction self-lubricating bearings for large ocean-going vessels, including container ships and oil tankers.

The dedicated facility houses five large horizontal lathes, including a six-metre lathe and two large vertical lathes.

It also includes an upgraded Superclad machine, which builds up and encases a Vesconite bearing on the external diameter. By using a high-strength epoxy reinforcing system, the resultant jacket provides an extremely strong final structure, combined internally with the exceptional wear properties of Vesconite.

“We are seeing an increased number of enquiries for extra-large bearings,” says Vesconite CEO Dr Jean-Patrick Leger.

“This facility will streamline our production and reduce the days between ordering and dispatch,” he says, noting that dispatch times will be reduced from four days to two to three days.

Having a vessel in dry dock for days or weeks while waiting for an oversized bearing is costly and frustrating, as is not being able to order a bearing made of your desired material.

Vesconite’s new facility solves these problems, with the company able to produce two-metre-long bearings with outside diameters of up to 1,6 metres in a much shorter time.

Should there be demand, even larger bearings will be produced.

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Added 17 May 2022


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TRADE NEWS: Seahaven, the world’s largest inflatable lifeboat

World's largest inflatable lifeboat in Africa Ports & Ships
The cruise industry has established a working group to adopt Seahaven, the world’s largest inflatable lifeboat, designed and manufactured by global Survival Technology provider, Survitec.

Global Survival Technology pioneer Survitec is teaming up with Norwegian Cruise Line Holdings Ltd (NCLH), Independent Maritime Advisors Ltd, and a major shipbuilder to deliver a cruise ship design incorporating Survitec’s Seahaven, the world’s largest inflatable lifeboat.

The companies established the industry working group with a view to installing Seahaven, the award-winning advanced evacuation system (AES), as the primary means of evacuation onboard Norwegian Cruise Line’s next ground-breaking Prima Class of ships.

The 1,060-person capacity Seahaven, a self-propelled inflatable lifeboat, marks a significant step forward in maritime safety. The system works in conjunction with a marine evacuation system (MES), the first of which was installed aboard Norwegian Epic in 2009.

“Our involvement in this important project is a testament to the strong relationship we have with NCLH as their trusted safety solutions partner,” said Ron Krisanda, Executive Chairman, Survitec.

“We are delighted to be working alongside these visionary organisations to help equip cruise ships of the future with pioneering survival technology.”

Richard McCormick, Product Manager of AES and MES, said that Seahaven also offers opportunities for naval architects to optimise vessel design.

“By replacing conventional lifeboats with Seahaven, we solve the challenge of being able to evacuate an increasing number of cruise passengers quickly, safely and comfortably, while freeing up to an additional 85% of existing lifeboat deck space for greater passenger experiences,” he said.

Typically, a 4,000-passenger capacity cruise ship would require at least 12 to 16 lifeboats and up to four MES with liferafts, taking about 30 minutes to evacuate the ship. Just four Seahavens would be required to evacuate the same number of passengers in the same amount of time.

Seahaven successfully passed Heavy Weather Sea Trials (HWST) in December 2021.

About Survitec

Survitec is a global leader in survival and safety solutions to the maritime, defence & government, aerospace and energy markets. Survitec has over 3,000 employees worldwide covering eight manufacturing facilities, 15 offshore support centres and over 70 owned service centres. It is further supported by a network of over 410 3rd party service centres and distributors. Survitec has received Z-17 approval as a class-approved service provider from seven major classification societies, and also has ISO 9001 certification, the international standard for quality management systems. Throughout its 168-year history, Survitec has remained at the forefront of innovation, design and application engineering and is the trusted name when it comes to critical safety and survival solutions.

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Added 28 April 2022


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TRADE NEWS: Thordon’s largest rudder bearing ever manufactured installed in 7,500-TEU container ship

Thordon’s record-breaking bearing was fitted to the vessel during a scheduled drydocking at Drydocks World in Africa Ports & Ships
Thordon’s record-breaking bearing was fitted to the vessel during a scheduled drydocking at Drydocks World

A 7,506-TEU containership has left Drydocks World-Dubai (DDW) with the largest rudder bearing ever manufactured by Thordon Bearings.

The 2001-built vessel, operated by a European owner, was retrofitted with a 1230mm (4ft) long, 1111mm (3.6ft) diameter SXL bearing after the vessel’s original bronze rudder bearing required replacement due to excessive wear.

Thordon’s authorized Distributor in the U.A.E. – Ocean Power International (OPI) – was contacted by DDW to put forward an alternative rudder bearing solution, with OPI recommending Thordon’s grease-free SXL polymer bearing.

With the swift supply of material that could be fitted during the vessels’ scheduled drydocking being a key decision criterion, Thordon and OPI mobilized to produce and deliver the bearing in record time.

From receiving the order, it took just three days to manufacture, ship, deliver, machine and fit the record-breaking bearing using liquid nitrogen during the twelve-day drydocking in November.

The owner also benefitted from Thordon’s unique 15-year Rudder Bearing Wear Life Guarantee, which covers the provision of a replacement if the bearing wears out and requires renewal within 15 years of installation.

The SXL Bearing at Thordon Bearings’ headquarters in Canada before being air freighted to Dubai in Africa Ports & Ships
The SXL Bearing at Thordon Bearings’ headquarters in Canada before being air freighted to Dubai

Rafid Qureshi, Managing Director of Dubai-based OPI, explained: “Thordon’s Burlington facility produced the self-lubricating polymer material in less than 24 hours. The bearing was then loaded on to a scheduled Emirates Airlines flight to Dubai, where U.A.E. customs quickly cleared the product, delivered and installed in another 24 hrs.

“Ocean Power International is considered an essential service provider to the U.A.E.’s maritime industry, so we do get priority clearance on equipment headed to Dubai Drydocks. DDW couldn’t believe it was manufactured, shipped and delivered in just three days. The CEO called me personally to thank us for the quick turnaround.”

Scott Groves, VP Sales, Thordon Bearings, said: “The owner is very satisfied with the 24/7 customer service both Thordon Bearings and OPI provide. Rafid and his team often deliver bearings for critical, time sensitive projects in the early hours, but this is the first time they have delivered a bearing of this size… and in such record time.

“The application of grease-free deck equipment and rudder bearings fits firmly with the owner’s commitment to protecting the environment, and its employees’ health and safety.

“Since there is no longer a requirement to grease our bearings, the associated labour, cost and pollution source is removed. Internal lubricants formulated into the material reduce friction, resulting in smoother, longer lasting, grease-free bearing operation.”

Thordon’s SXL material has a lower modulus of elasticity than other non-metallic bearings, resulting in significantly increased vibration dampening, accommodation of edge loading and better impact resistance. This reliability and performance are evident with almost 4500 rudder bearing applications on vessels.

OPI is also currently working with DDW on various projects to replace containership fairleads with Thordon’s grease-free ThorPlas-Blue bearings.

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Added 26 April 2022


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TRADE NEWS: Adopt new technologies for greener shipping, says Thordon

Governing bodies are increasing pressure on the maritime industry to invest in technology that reduces pollution, in Africa Ports & Ships
Governing bodies are increasing pressure on the maritime industry to invest in technology that reduces pollution

A new video highlighting how improved technology can be used to help the global shipping industry meet its ocean sustainability targets has been produced by Canada’s Thordon Bearings. See below.

The short video aims to encourage the shipping industry to adopt, ‘New Technologies for Greener Shipping’ – the IMO’s World Maritime theme for 2022 – as a way of addressing wide reaching concerns over the sector’s environmental footprint.

Focusing on SDG#14 – Life Below Water and eliminating ship source pollution – one of the United Nations’ 17 Sustainable Development Goals (SDG) – the short video helps the industry better understand why ‘there is no place for the oil lubricated propeller shaft in the 21st century.”

Craig Carter, Thordon Bearings’ newly appointed VP Business Development, says: “There is no doubt that flag states and governing bodies are piling pressure on ship owners to invest in technology that prevents all forms of pollution. Regulations are becoming stricter and equipment more expensive, but there are proven, less costly, zero emission alternatives available.”

Comparison between a zero-pollution COMPAC open seawater lubricated propeller shaft bearing system, and an oil lubricated propulsion system, in Africa Ports & Ships
Comparison between a zero-pollution COMPAC open seawater lubricated propeller shaft bearing system, and an oil lubricated propulsion system

Carter, who in his new role will be working with ship owners, environmental agencies and consortiums to ensure ‘green ship’ designs include a specification for seawater lubricated shaft lines, emphasises a green, zero-emission ship must relate to pollution both above and below the waterline.

“We are strongly opposed to the maritime industry’s continued use of an oil lubricated propeller shaft system and believe the elimination of oil emissions forever from a ships propeller shaft is possible today, ensuring that no damage to the environment can be attributed to the propeller shaft system. Anything less is contrary to the ethos behind the United Nations’ Sustainable Development Goals, especially SDG#14 – and other initiatives intended to save our oceans and seas,” he says.

As part of a global campaign to address emissions below the waterline, Carter aims to use the animated short to raise awareness of a proven technology that eliminates operational and accidental oil emissions from sealed propeller shaft line systems with ship owners and the maritime community in the U.S.A., Canada, the European Union and other seafaring nations around the world.

While there is no doubt that the use of an open seawater lubricated propeller shaft bearing system can permanently eliminate operational and accidental oil emissions from a vessel’s propulsion system, Thordon’s polymer bearing technology also has a variety of other ship owner and marine environmental benefits.

“An open propeller shaft bearing system lubricated entirely by seawater is the only truly sustainable solution for ship owners that want to meet all future ship emission regulations, while significantly reducing their OPEX and maintaining the same technical equivalence to the antiquated sealed oil lubricated shaftline,” he attests.

Carter, who will also continue to lead Thordon’s marketing and customer service teams, adds: “We have determined that a ship with a seawater lubricated polymer stern tube bearing will result in reduced fuel consumption and emissions as less propulsive energy is used. We are close to concluding research and will publish a paper on our findings in the coming months.”

The video will also be broadcast during this year’s Nor-Shipping, the biennial trade fair which is taking place in Lillestrøm, Norway, between 4th and 7th of April. Thordon representatives are available in Hall B at Booth #B05-29 to guide visitors through all the benefits of a seawater lubricated propeller shaft system.

Start the short [1:46], animated video below:

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Added 5 April 2022


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TRADE NEWS: Value Maritime installs world’s first CO2 capture & Storage unit on operational ship

Vissershipping's feeder container ship Nordica, operated by X-Press Feeders. Picture by Shipspotting, in Africa Ports & Ships
Vissershipping’s feeder container ship Nordica, operated by X-Press Feeders. Picture by Shipspotting

Value Maritime, a young maritime technology company based in Rotterdam, has installed the world’s first onboard CO2 capture and storage unit on an operational vessel.

The CO2 Capture & Storage module captures carbon dioxide (CO2) from the vessel’s exhaust and uses this to charge a CO2 Battery, a carbon dioxide storage facility on which the gas can be charged and discharged.

The Capture module will be integrated in Value Maritime’s Filtree System; a small prefabricated, pre-installed, “plug and play” gas cleaning system. Value Maritime’s first CO2 Capture Module and CO2 Battery will be installed on Visser Shipping’s Nordica vessel in October this year, making the Nordica the first vessel to capture and store CO2 onboard of a vessel whilst in operation.

The container vessel will be operated by X-Press Feeders, the world’s largest independent common container carrier with a fleet of more than 110 vessels and operating with offices in Singapore, Dubai, Mumbai, Barcelona, Hamburg and Panama.

Value Maritime’s system is based on an innovative and patented technology to remove CO2 from the vessels exhaust gas. The CO2 is used to charge Value Maritime’s CO2 Battery; an onboard storage facility which can charge and discharge the gas infinitely. The charged CO2 Battery will be offloaded in ports and transported to CO2 customers (e.g. agricultural sector) who “re-use” the carbon dioxide.

After CO2 discharge, the CO2 Battery returns to the vessel, to be recharged with the emission – a 100% circular solution!

First onboard CO2 Capture and Storage Facility worldwide

Value Maritime is the first company worldwide to install a capture and storage facility onboard of a vessel in operation. Class Bureau Veritas is involved in the relevant approval of the system.

Value Maritime will start loading and offloading the CO2 batteries at the Rotterdam Short Sea Terminal to discharge the batteries at greenhouses in Rotterdam Area, who re-use the CO2 to grow their crops. Value Maritime expects to expand to additional locations shortly, amongst others Bremerhaven and Hamburg and will subsequently follow client’s request to set up CO2 infrastructure in any port the clients desire.

The CO2 capture and onboard storage capabilities, developed by Value Maritime can be endless and the system could capture up to 100% of vessel’s CO2 emissions, enabling a high impact on the vessel’s CO2 footprint.

“Installing the module will not only be beneficial for our clients, but ensures that the maritime industry can achieve its goals for 2050 in the short term,” said Christiaan Nijst, co-founder of Value Maritime.

Since the start of Value Maritime in 2017, the company has helped customers to achieve concrete savings in emissions and in euros. Thanks to their technology, the emission of sulfur oxides (SOx) in shipping has been reduced by 1.4 thousand tonnes and ships have avoided 85,000 tonnes of CO2.

The ultra-fine particle emission reduction is equal to 16,000 motor cars driving around the world and shipping companies saved € 10 million in fuel.

Value Maritime has currently equipped 12 vessels with a Filtree Unit with a current orderbook of five, including one repeat order from Visser Shipping.

“We are satisfied with the Filtree Systems already installed on our vessels,” said Douwe Visser, owner of Visser Shipping. “With the additional CO2 capture solution, we can further improve our vessel’s sustainable footprint from day one, while preparing us for future environmental regulations.”

Watch YouTube Video

Watch a short [0:59] YouTube video:

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Added 11 February 2022



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TRADE NEWS: Xeneta Shipping Index by Compass is launched

Xeneta and Compass Financial Technologies Partner to Launch the Industry’s Most In-Depth Daily Container Freight Index

Xeneta Shipping Index by Compass (XSI® – C), EU Benchmark Regulation (EU BMR) compliant is ready for index-based contracting and derivatives


Xeneta logo in Africa Ports & Ships

OSLO/ LAUSANNE, 9 December 2021:  Branded as the Xeneta Shipping Index by Compass (XSI®-C)the solution offers a EU Benchmark Regulation (EU BMR) compliant index for rolling short-term Freight All Kinds (FAK) rates, which are rates applicable to the shipping of all types of goods.

“The XSI® by Compass, provides the most reliable and in-depth EU BMR compliant short-term ocean container freight rates available,” said Xeneta CEO Patrik Berglund. “The unreliability of existing indices and their lack of transparency are what motivated us to create a new data source for the containerized ocean freight market together with the Compass team.”

The contracted rate data reported to Xeneta by customers is the source data for the XSI®-C indices. Xeneta is the world’s largest ocean freight rate benchmarking platform and provides the most exhaustive source of information related to container transactions. The use of proprietary data guards XSI®-C from issues associated with third-party data sources, including problems with accuracy, reliability and transparency.

Patrik Berglund, Xeneta CEO
Patrik Berglund, Xeneta CEO

“With Xeneta’s robust, real-time data, EU BMR compliance and index calculation capabilities, XSI®-C is positioned better than any other index in the market to provide the most trusted pulse of the market,” said Edouard Mouton, founding partner of Compass Financial Technologies.

“Container shipping pricing is extremely volatile and Xeneta data and solutions are already trusted by hundreds of global companies, 3 of the top 5 ocean carriers and 7 of the top 10 global freight forwarders. The EU BMR regulation and our partnership positions the XSI®-C as the backbone to support index-linked contracting and financial derivatives market.”

Xeneta’s data is what sets XSI®-C apart from other indices in the industry. Many legacy indices do not reflect the large-scale trades made by some of the biggest companies in the world. They are mainly based on quoted prices, which are disproportionately indicative. Xeneta works with some of the largest shippers in the world, so XSI’s data is not only timely but also relevant.

XSI®-C rates are available for 8 main trade corridors, calculated daily and published at 4:15 p.m. London Time. The rates are valid for less than 32 days, for a 40’ container. The XSI®-C indices are co-owned by Xeneta and Compass Financial Technologies. The benchmark administrator and index calculation agent is Compass Financial Technologies (France).

The XSI®-C can be accessed online on Xeneta Website and on Compass Financial Technologies website along with additional information about the index methodology.

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Added 9 December 2021


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TRADE NEWS: World’s first inline Active Heave Compensator successfully tested


Testing performed by Seaqualize, together with Van Oord

In no less than 62 hours of rigorous offshore testing, tech scale-up Seaqualize successfully completed offshore trials for its inline Active Heave Compensator (iAHC), the ‘Delta600’.

Together with testing partners Van Oord and nautical research institute MARIN, the offshore lifting tool was tested for fixed-to-floating, floating-to-fixed and floating-to-floating transfers of 300mT loads. The Delta600 is DNV certified and ready for work.

The Seaqualize Delta – the world’s first iAHC

Since December 2019, Seaqualize, developed the world’s first iAHC: a tool specifically designed for heavy lift, in-air load control. The tool can balance and transfer loads of up to 600mT in mid-air, while the barge or crane vessel is heaving up and down in heavy seas of up to Hs2,5m.

Increased 4-season uptime

This functionality is of great benefit during offshore wind turbine installations or when lifting delicate loads to and from floating supply vessels or barges. By engaging the Delta, the operational time for installation contractors greatly increases, especially in the hard-to-work winter, autumn or spring seasons. It offers contractors greater planning flexibility, and lifting crew a higher level of control, safety and efficiency. With the worldwide increase in demand in the offshore wind sector, increased capacity and efficiency is greatly needed. In the wider offshore community, perfectly controlled lifts are equally essential to safe, timely and efficient operations.

During these offshore trials, the Delta600 lifted a test weight to and from the floating supply vessel REM TRADER, using Van Oord’s jack-up crane vessel AEOLUS in both jacked and floating conditions. These floating-to-floating and floating-to-fixed lifts were operational tests of typical challenges in the offshore wind industry: installing turbine components using a floating vessel, or picking up components from a floating supply vessel. Such ’feeder barge’ operations are essential in for example the US wind market. Transferring the most delicate parts of a wind turbine offshore is new to the market, and such operations comprise demanding lifting conditions and a new set of tools.

Wouter Dirks, Innovation Manager at Van Oord: “The offshore tests showed that the unique technology in the Delta will enable controlled offshore lifts during challenging feeder barge operations.”

Key test results

During the tests, several very gentle set downs and quick liftoffs have been performed. MARIN observed that the tool is able to control the load within an envelope of 5cm, with minimal accelerations and dynamic crane forces. Liftoffs where performed with a solid 90% of the load already in the hook of the crane before liftoff, while still fully compensating all waves. This significantly reduces impact loads on the load, crane and rigging and results in a controlled and stable liftoff. Finally, the tool showed off its “follow-mode”, where the test weight could actively match all heave motions of the target vessel, to further minimise set-down impact for floating to floating set downs.

This offshore trial was also the last step in full DNV product certification as a standard offshore lifting tool. The research project was executed with a grant from the Ministry of Economic affairs of the Netherlands, and included Dutch research agency TNO besides the offshore testing partners MARIN, Van Oord Offshore Wind and Seaqualize.

Next steps: offshore deployment and up to the Delta1000

600mT Lifting may seem like a lot (e.g. it’s equivalent to 3 Boeing 747’s), but offshore wind turbine sizes are growing explosively, thus requiring ever bigger lifting tools for still very delicate components. Currently Seaqualize is designing the next version, the Delta1000, equipped for all next generation wind turbine components.

Further conceptual improvements include the addition of single lifting points for quick-connect systems, and smart controlled tugger winches for supreme control in the horizontal plane. At the same time, the company will further develop its offshore operational support capabilities, by deploying the Delta600 in the field.

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Added 22 November 2021


TRADE NEWS: Haropa port installs ShoreTension®

ShoreTension® system
ShoreTension® system

The constant increase in the size of seagoing vessels imposes more stringent demands on port actors where mooring operations are concerned. In order to offer optimum service to its customers during their calls at Le Havre, Haropa Port has installed a ShoreTension® system – a solution enabling vessels to remain securely moored along the quayside.

Ships regularly have difficulty in keeping securely alongside quay, a problem known as “surging”, which refers to back and forth movements by the ship along the terminal berth. Such movements are generally encountered when other vessels pass nearby.

In order to ensure the safety of boatage and mooring operations, Haropa Port, in consultation with boatmen, pilots, owners and stevedores in Le Havre, conducted a study in 2019 involving installation of centimetric GPS units on around forty ships. The objective: to measure and qualify such effects with a view to considering potential technical solutions.

Building on the results obtained, Haropa Port decided to equip the port with the ShoreTension® solution developed by KRVE, boatmen operating in the port of Rotterdam. This consists of special mooring ropes in Dyneema® (an ultraresistant polyethylene fibre) attached to hydraulic rams. This standalone system is additional to the ship’s conventional mooring.

The ShoreTension® system is positioned on the quay between two bollards and can be used in different configurations:
* on the bow and stern lines or the breast lines to counter ship movements away from the quayside in the presence of offshore winds;
* on the spring lines to counter surging.

Using solar power, the system records the data remotely, most notably enabling terminal operators and ships’ masters to monitor the applied tension in real time. The port actors concerned automatically receive a text message immediately the system registers an abnormal level of tension on a mooring line. The system also offers greater flexibility since it can be positioned on any quay, irrespective of level.

ShoreTension® system
ShoreTension® system

A test phase: Port 2000 and the Northern terminals

At the initiative of Haropa Port, in conjunction with Le Havre and Antifer boatmen, a number of actors are involved alongside Le Havre port in testing at Port 2000 and the Northern terminals (the Atlantique and Amériques quays) this first for a French port:

Le Havre – Fécamp Pilot Station
Stevedores: Compagnie Nouvelle de Manutentions Portuaires (CNMP), Générale de Manutention Portuaire (GMP), Terminaux de Normandie (TN)

Le Havre boatmen will attend training provided with the assistance of Brittany Ferries, which is allowing the system to be installed for the Bretagne. 52 “full scale” trials will be carried out in this way over the period of one year. The ultimate objective: to extend the solution to other terminals. Operational implementation of this innovation was carried out on 29 September.

Total cost of the investment for Haropa Port (acquisition and installation): €770,000.

About Haropa Port

Since 1 June 2021, the ports of Le Havre, Rouen and Paris, already united under single banner of HAROPA since 2012, form the “major Seine Axis river and sea port authority”. As the fifth largest north-European port complex, Haropa Port has connections to every continent based on an international maritime offering in the very first rank (calling at nearly 650 ports). It serves an extensive hinterland centred on the Seine Valley and the Paris region, together constituting France’s biggest consumer catchment area. From Le Havre to Rouen, the port complex can point to over 2.5m sq. m. of logistics warehousing currently in service and over 1m sq. m. of available warehousing space. Today in France, Haropa Port provides a transport and logistics system capable of proposing holistic, end-to-end service offerings. It generates annual maritime and river traffic in excess of 130m tonnes and its activities represent approximately 160,000 jobs.

See for further details.

Added 10 October 2021 Africa Ports & Ships

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 Jan De Nul contracts Castor Marine to connect entire fleet

Computer-generated image of the new Jan de Nul new crane vessel, Les Alizés
Computer-generated image of the new Jan de Nul new crane vessel, Les Alizés

80 vessels migrate to VSAT, Iridium and VoIP software and hardware

Jan De Nul Group, a leading expert in marine construction, civil engineering and environmental projects, has moved its entire fleet of 82 vessels and jack-up barges to Castor Marine’s global VSAT and Iridium connectivity network on a long-term contract to guarantee solid vessel connectivity.

Castor Marine has been selected by Jan De Nul Group to provide global VSAT internet and Iridium L-Band services to the entire fleet of almost 80 dredgers, offshore construction vessels, crane vessels and (environmental) support vessels.

3-Month Global Migration

Since all vessels are operational around the globe, Castor Marine was challenged to migrate vessels remotely to its network using the existing equipment onboard within a tight deadline. Castor Marine successfully migrated 98% of the fleet within 3 months after contract signing, with up to 6 migrations a day. The project is a fine example of the company’s engineering capabilities to manage complex migrations.

Jan de Nul's cutter suction dredger Francesco di Giorgio
Jan de Nul’s cutter suction dredger Francesco di Giorgio

Tailored Solution

Castor Marine delivers a tailored VSAT solution for Jan De Nul’s fleet, with quality of services specified on the customer’s VLAN level. The Jan De Nul fleet benefits from the flexibility Castor Marine can provide in its global VSAT network allowing Jan De Nul Group to easily scale up, based on the ad hoc, dedicated high bandwidth demands per vessel.

Global phone calls, local rates

Included in the internet package are high-quality onboard voice services based on local Belgian telephone numbers for the vessels, which allows cost efficient phone calls at local rates.

Along with the VSAT, Iridium and VoIP services, Castor Marine delivered 15 new Sailor 900 VSAT antennas and Sailor 4300 Iridium Certus antennas replacing existing hardware onboard. For the newbuild NextGen Offshore Jack-up Installation Vessel Voltaire and the Offshore Heavy Lift Vessel Les Alizés, Castor Marine supplied a complete new set of antenna systems based on the recently launched Sailor 1000 XTR VSAT antennas, including below deck equipment.

“It is nice to work with an agile and technically advanced partner. Flexibility is very important to Jan De Nul to cater for temporary project upgrades and downgrades. Castor Marine monitors these developments and communication lines are very short. We attach great importance to mutual trust. So far, everything is going as desired with our new KU & L-Band supplier.” said Nils Crabeel, Communication Manager at Jan De Nul Group.

“It’s an honour to serve the Jan De Nul fleet with our services as Network Operator. I’m proud that we can deliver our flexible airtime solutions with high bandwidth capabilities to Jan De Nul on a global scale and that we can match the expectations of Jan De Nul with respect to high quality, flexibility and service levels,” added Mark Olthuis, Director Maritime Offshore & Energy.

Added 5 October 2021 Africa Ports & Ships

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SA’s Vesconite becomes International Windship Association member

A Vesconite Hilube marine bearing, featured in Africa PORTS & SHIPS maritime news
A Vesconite Hilube marine bearing

South African company Vesconite Bearings is the newest member of the 130-organisation-strong International Windship Association (IWSA), following its acceptance in August into the non-profit organisation as a technology and service provider.

IWSA facilitates and promotes wind propulsion for commercial shipping worldwide and brings together all parties in the development of a wind-ship sector to shape industry and government attitudes and policies.

This accords well with Vesconite Bearings’ belief in the importance of wind-propelled or partially-wind-propelled ships.

<p>”Ships using wind propulsion are important since this reduces the greenhouse gas emissions of the shipping industry,” says Vesconite renewables and marine-applications engineer Petrus Fourie.

IWSA logo appearing in Africa PORTS & SHIPS maritime news

“By introducing wind propulsion into commercial shipping, fuel consumption and, thus emissions, can be reduced by 30%-100%,” he notes.

“This reduces greenhouse emissions and provides huge savings for commercial shipping operators.”

Being a member of IWSA provides Vesconite Bearings with good opportunity to contribute its experience in renewable energy, marine and shipping.

“Technology to provide primary or secondary wind propulsion for ships requires high strength, low speed, low maintenance and long life bearings, which work well in the marine environment,” explains Fourie.

Added 1 September 2021



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Seall, A Marine Technology Company, Expands with Key Global Partner, Mackay Marine

Cape Town Aerial, Picture by Alain Proust / Mackay Marine, featured in Africa PORTS & SHIPS maritime news
Cape Town & Peninsula aerial, Picture by Alain Proust / Mackay Marine

Aberdeen, Scotland-based Seall, has secured a partnership with global marine electronics and service provider, Mackay Marine, to distribute Seall’s suite of innovative software solutions and products to the maritime industry, as they expand their worldwide footprint.

Mackay Marine, headquartered in North Carolina, USA, has 50 locations in 16 countries, making it Seall’s largest distribution partnership agreement to-date. Seall will work with Mackay to build and scale their offering across their network of partners and customers. Mackay Marine is a leading electronic equipment, satellite communications, and onboard service provider for marine, offshore, and land-mobile applications.

Seall engineers have internally designed a combination of robust software and products to enhance bridge navigation safety and efficiency via multi-overlay, interactive data display solutions. Seall’s ENC Kernal SDK is the core software platform that powers their ECS navigation software, the Passage Planner program, hardware/software TAB (tablet), and user-friendly ECDIS System. The ENC Kernal has been described as ‘the best technical solution in its field’.

Seall’s suite of innovative software solutions and products to the maritime industry, fatured in Africa PORTS & SHIPS maritime news
Seall’s suite of innovative software solutions and products to the maritime industry

This alignment is the latest of seven new distribution partnerships Seall has secured in the last six months. Previous geographies include Mexico, USA, Cyprus, The Netherlands, India, and Turkey. Access to more markets in Asia, Europe, Middle East, South Africa, Canada, and Latin America will be achieved through the Mackay partnership.

Barry Booth, CCO of Seall stated, “This strategic partnership reflects our vision to scale the company by working collaboratively with a key partner in a broadened international market, while providing opportunities for future-proofing and refining Seall’s adaptive technology. This arrangement will enable us to expand into more demographics and help identify solutions that suit the needs of the industry, whilst adhering to compliance and regulations.”

Seall’s team of software and I.T. specialists’ usage of intuitive technology, simplifies and streamlines the way data is displayed, used, and shared from shore-to-ship-to-shore. Their ECDIS solution has been heralded as one of the simplest systems to operate on the market.

“Mackay looks forward to enhancing our portfolio with Seall’s innovative ECDIS/ECS solutions which can be distributed to a far wider selection of maritime & offshore industries,” commented Nick Pope, Managing Director Europe & South Africa and Mackay World Service.

Added 22 August 2021



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Modular onshore beacons for marine infrastructure


Manufactured of galvanised and painted steel Almarin’s ALT 3 modular beacon has recently been established in the east dock in Marina Empuriabrava, Spain

Logistics in marine works are frequently more expensive than the equipment installed. This is certainly true with marine aids to navigation equipment in locations with difficult access, where occasionally placing equipment with helicopters is the most cost-effective solution. At a much smaller scale installing beacons at the end of inaccessible moles or piers poses the same challenge. The equipment may cost a few thousand euros and the logistics tens of thousands per hour.

To address this issue Almarin has developed modular steel towers. Each component is light enough to be transported and assembled by two people however each is strong enough to resist the harsh marine environment.

Almarin’s modular beacons are offered where resources are limited, and access is difficult. It is understood the Group’s assembly team can safely carry the different modules over breakwaters without requiring the use of a crane or other means. Besides facilitating transport and installation, this type of marine aids to navigation can be prefabricated to accord with the different requirements of the customer.

ALT 7 modular beacon of galvanised and painted steel by Almarin, manufactured in Portugal, was recently supplied for the Panama Maritime Authority, featured in Africa PORTS & SHIPS maritime news
ALT 7 modular beacon of galvanised and painted steel by Almarin, manufactured in Portugal, was recently supplied for the Panama Maritime Authority

Almarin, part of the Barcelona-based Grupo Lindley, has extensive experience in the manufacture of towers and beacons for port and coastal marking and its engineers develop the most suitable solution: from 40-metre towers with sector lights to 3-metre beacons marking the entrance of a small harbour.

The company provides marine aids to navigation made of stainless or galvanized steel, glass re-enforced plastics or roto-moulded materials.

Such beacons can be equipped with standalone energy systems to cope with most aids to navigation energy requirements.

The solutions provided by Almarin are designed and painted in accordance with IALA recommendations.




Reported by Paul Ridgway

Added 1 August 2021



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TRADE NEWS: Counting the cost of BWT inaction by shipowners

Shipowners face a race against time to install ballast water treatment systems within an IMO compliance deadline. Picture: IMO and featured in Africa PORTS & SHIPS maritime new
Shipowners face a race against time to install ballast water treatment systems within an IMO compliance deadline. Picture: IMO

Shipowners that are dragging their heels in installing ballast water treatment (BWT) systems in an effort to save money could end up paying a much higher price in the long run, according to Newport Shipping’s managing director Lianghui Xia.

Only 20,483 ships have so far installed or have on order BWT systems that are required to meet IMO regulations for ballast water discharges, leaving around 35,000 vessels still without such systems as the clock ticks towards a 2024 compliance deadline, according to Clarksons’ World Fleet Register.

Xia believes shipowners may be waiting to carry out BWT retrofits to coincide with class renewal surveys and yard repairs for their vessels to minimise costs and downtime due to a yard stay.

Such installations also carry little economic incentive for owners as they are only required to gain compliance certification and do not improve the efficiency or lower the costs of ship operations.

Newport Shipping logo featured in Africa PORTS & SHIPS maritime news

“But there is now an increasing urgency for shipowners to act as an expected boom in demand for BWT system retrofits over the next few years will create a serious bottleneck in yard capacity, pushing up prices for equipment and installation work,” Xia says.

“There is therefore a serious risk that owners will be forced to carry out sub-standard retrofits using less competent suppliers with a lack of after-sales support.”

False economy

Conventional wisdom among shipowners has tended towards procuring the cheapest equipment to maximise profitability but this could turn out to be a false economy due to possibly higher BWT system maintenance – or even replacement – costs in the long run, according to Xia.

“The price of a BWT system is only one part of the cost equation when selecting a supplier as a shipowner must also take into consideration overall lifecycle costs of the equipment, as well as voyage cost, retrofit cost and the duration of the yard stay,” he says.

“It is important that shipowners select a reputable yard and BWT equipment manufacturer with a proven track record for quality and delivery along with a reliable service network, which has high value in the longer term.”

Optimarin logo featured in Africa PORTS & SHIPS maritime news

To address the urgency for BWT retrofits, UK-based ship repair and retrofit group Newport Shipping has forged an alliance with Norwegian ballast water treatment specialist Optimarin to supply the latter’s high-quality BWT system.

The yard-supplier partnership provides drydock availability through Newport Shipping’s global network of 15 partner yards, as well as deferred payment terms, for turnkey BWT retrofits based on proven and reliable equipment supported by Optimarin’s global after-sales network. It is also possible for shipowners to book equipment and yard slots through the Newport Maritime Services portal.

Added 6 July 2021



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TRADE NEWS: First DNV SILENT-E class notation awarded to a merchant vessel

Built by Hyundai Samho Heavy Industries, the Aframax crude oil tanker ONEX Peace will be able to benefit from port fee discounts in Canadian seaports thanks to its SILENT-E class notation. Picture: DNV and featured in Africa PORTS & SHIPS maritime news
Built by Hyundai Samho Heavy Industries, the Aframax crude oil tanker ONEX Peace will be able to benefit from port fee discounts in Canadian seaports thanks to its SILENT-E class notation. Picture: DNV

Canadian seaports offer attractive port fee reductions to vessels which comply with eco-friendly underwater noise standards. The LR2 crude oil tanker newbuild ONEX Peace is the world’s first cargo vessel to earn DNV’s SILENT-E class notation, which meets the Canadian requirements.

Underwater noise from maritime traffic is increasingly recognised as a major form of ocean pollution. Canadian seaports eager to protect their unique coastal ecosystems are offering substantial port fee discounts to low-noise ships.

First class notation for low underwater noise

DNV was the first classification society to offer an underwater noise notation to ships which do not exceed average to moderate underwater radiation noise (URN) levels. Until recently the DNV SILENT class notation was mostly requested for scientific research vessels, fishing vessels and cruise ships expecting to operate in pristine sea areas. ONEX Peace, an Aframax tanker built by Hyundai Samho Heavy Industries (HSHI), has become the world’s first merchant vessel to receive DNV’s SILENT-E notation.

Understanding the impact of anthropogenic noise on ocean wildlife

In recent years the general public has become increasingly alarmed about news suggesting a connection between anthropogenic underwater noise and whale mass strandings or decreasing sea mammal populations. While research into the matter continues, it is a known fact that the typical frequencies of ship-induced underwater noise are in the same range that is used by whales, including species under conservation status, and fish to scan their surroundings, navigate, find prey or communicate.

“Ship noise in the range from a few Hertz to several Kilohertz can mask the sounds produced by these animals, causing them to become disoriented or unable to find food or reproduce,” says Øystein Solheim Pettersen, Engineer – Noise & Vibration at DNV, who was involved in the noise measurements for ONEX Peace.

Furthermore, sound propagates four times faster and travels much longer distances in water than in air. This means that ship noise can affect animals that are many kilometres away.

Two key sources of underwater noise

The primary source of underwater noise from ships is the propeller, explains Pettersen. The second most important source is machinery noise. “The actual noise emission level is highly dependent on the individual ship,” he points out. “Engine noise can be dampened by installing elastic rubber mounts, at least on smaller engines and generators. But propeller cavitation is the most prominent source of underwater noise – air bubbles forming and collapsing abruptly as a consequence of pressure differences around the rotating propeller. The resulting pressure waves can be quite powerful. Propeller noise is broadband and covers the complete frequency range, but with a predominance at lower frequencies.”

What makes noise reduction difficult for ship designers and shipyards is that it may be necessary to prioritise between noise and efficiency, says Pettersen. “In many cases a very-low-noise propeller may not be the most efficient one, which means that the resulting fuel consumption may be somewhat higher to achieve the same speed.”

Finding a good balance between efficiency and low noise can be an engineering challenge, he adds. “In many cases increasing the propeller diameter and optimising the propeller shape may be the answer, but it is difficult to generalise. Finding the best solution will require thorough study, including simulations, accounting for parameters such as the wake, speed and design of the propeller. There is no one-size-fits-all solution,” Pettersen emphasises.

“It is always necessary to perform an analysis for the given ship, whether it is a newbuild or a ship in service, to determine the best approach to minimising underwater noise.”

The Pacific North-West takes the lead

The port city of Vancouver, Canada, is situated in a region well-known for its rich ocean wildlife, including the iconic southern resident killer whales. In recognition of the impact vessel-generated underwater noise can have on whales’ ability to hunt, navigate and communicate via echolocation, the Vancouver Fraser Port Authority launched the ECHO Program to reduce threats posed to at-risk whales by commercial shipping activity.

The programme coordinates annual voluntary initiatives which encourage shipping companies to reduce underwater noise levels by slowing down or staying at a distance within critical habitat areas of the southern resident killer whale.

The programme also includes research measures, such as monitoring underwater noise levels using seabed hydrophones. Last year, thanks to the commercial shipping industry’s high participation rates in the ECHO Program’s voluntary initiatives, hydrophone data showed that underwater sound intensity was reduced by nearly 50% during the programme’s voluntary vessel slowdown at Boundary Pass and Haro Strait.

Through the EcoAction Program, the port authority also grants substantial discounts on harbour dues to ships which have received a quiet vessel notation from a classification society. The Port of Prince Rupert on Canada’s west coast also provides similar discounts for ships with quiet vessel notation.

Looking beyond financial incentives

As one of the most important seaports in North America, Vancouver has a significant influence on the shipping community. “The discount on port fees is an incentive most shipping companies would like to benefit from,” Mathias Sørhaug, Business Development Leader – Maritime Advisory at DNV, points out. “Furthermore, being able to demonstrate a commitment to stricter environmental standards and the UN Sustainability Goals is increasingly recognised as a market differentiator and a reputational competitive advantage. Plus, the ESG principles (environmental, social and governance criteria) are playing an ever more important role in ship finance.”

A significant achievement for the yard

Won-Ho Joo, Senior Executive Vice President, Hyundai Heavy Industries (HHI), expects the subject of underwater noise reduction to become more prominent in the maritime industry. HHI can play a key role in enabling ships to meet noise restrictions, he says. “In a highly competitive market, HHI has proved its capability to build a high-quality ship with improved fuel efficiency while satisfying eco-friendly underwater noise standards. We will strengthen research and development on low-noise and green ships to ensure our continued competitiveness in the future era of eco-friendly ships.”

Built by Hyundai Samho Heavy Industries, the Aframax crude oil tanker ONEX Peace will be able to benefit from port fee discounts in Canadian seaports thanks to its SILENT-E class notation. Picture: DNV and featured in Africa PORTS & SHIPS maritime news
Built by Hyundai Samho Heavy Industries, the Aframax crude oil tanker ONEX Peace will be able to benefit from port fee discounts in Canadian seaports thanks to its SILENT-E class notation. Picture: DNV

Two measurement methods

Underwater noise is traditionally measured using a hydrophone that is lowered into the water from a small craft, with the ship under study passing by a few times. This method can be difficult to implement, however, especially in harsh weather and sea conditions which cause excessive background noise, says Sørhaug. “This is why DNV has developed a simplified method which allows engineers to take noise measurements directly on board the ship instead of externally.”

Today, the simplified method can only be implemented on ships with diesel-electric propulsion where the machinery does not have a major effect on the propeller-induced pressure measurements, explains Pettersen. “We position the sensors close to the propeller. This allows us to capture the pressure pulses from the propeller onto the hull directly.”

Joint research project into measuring noise

DNV, HHI and the Korea Research Institute of Ships & Ocean Engineering (KRISO) are conducting a joint research project on measuring and evaluating underwater noise. The underwater noise measurements and analysis of ONEX Peace were part of the study.

“We are very pleased to achieve the world’s first DNV SILENT-E notation certification for a merchant ship with our technical support,” said Booki Kim, President of KRISO. “We will actively support the industry by continuously developing eco-friendly and low-noise ship-related technologies that proactively respond to IMO environmental regulations and take the lead in the development of marine environment protection technologies.”

The future will likely see more coastal regions, seaports and authorities implementing underwater noise restrictions. Conceivably, IMO will eventually impose underwater noise restrictions in Arctic waters, and similar regulations are being discussed at the EU for its coastal areas. DNV can provide advisory services to designers and yards to help them find the best low-noise, high-efficiency solutions for new and existing ships so they can benefit from the SILENT-E class notation as an additional market differentiator.

Added 20 June 2021



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TRADE NEWS: HHI orders ALS compressors for five LNG vessels

comprressors for HHI vessels featured in Africa PORTS & SHIPS Trade News

Hyundai Heavy Industries (HHI) has contracted TMC Compressors (TMC) to deliver marine air lubrication system (ALS) compressors to five LNG carriers the Korean shipbuilder is constructing for three different shipowners.

ALS – or air lubrication system – is a method used to reduce the resistance between the ship’s hull and seawater by using air bubbles. The air bubble distribution across the hull surface reduces the frictional resistance working on the ship’s hull, creating desired energy-saving effects.

TMC has developed a range of marine compressors for use in combination with air lubrication systems to help ships further reduce fuel consumption and emissions to air. For these five LNG carriers, TMC’s ALS compressors will be coupled with Hyundai Heavy Industries’ self-developed Hi-ALS air lubrication system on all five vessels.

According to Hyundai Heavy Industries, its Hi-ALS system can cut fuel consumption by up to eight percent.

“Combining our ALS compressors with Hyundai’s Hi-ALS air lubrication system is an excellent example of how the supplier industry can cooperate to make the shipping industry greener and reduce shipowners’ operating costs,” says Hans Petter Tanum, TMC’s director of sales and business development.

TMC will supply three marine ALS compressors to each of the five newbuild LNG carriers, in total 15 ALS compressor units. TMC will also supply dedicated ALS control systems that are integrated in a specially designed control cabinet.

The equipment will be manufactured in Norway and shipped to Hyundai Heavy Industries in Korea. The five newbuilds will be constructed by Hyundai Heavy Industries and Hyundai Samho Heavy Industries in Korea.

The five LNG carriers will each have a cargo capacity of 174,000 cubic metres. Two of the vessels are for Norwegian shipowner Knutsen OAS, two for Korean shipowner SM KLCSM, while the final vessel is for an undisclosed shipowner. The five-vessel supply contract also includes options for delivery of TMC’s ALS compressors to further LNG newbuilds equipped with an ALS system.

In January last year, TMC was awarded a contract by Hyundai Heavy Industries to deliver its ALS compressors to seven (7) LNG carriers the Korean shipbuilder is constructing for Capital Gas Corp.

“To secure another such large order for our ALS compressors is the best stamp of approval we could have asked for. We are well aware of Hyundai’s strict quality requirements and look forward to deliver on those expectations for all five LNG carriers,” adds Hans Petter Tanum.

TMC offers compressors for ALS applications that ranges from 50 kW to 400 kW capacity, plus the associated ALS control system. The company is headquartered in Oslo and is the world’s leading supplier of compressed air systems for marine and offshore use.

Added 10 June 2021



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TRADE NEWS: Ocean Infinity selects DNV’s ShipManager for innovative robotic vessels

Ocean Infinity robotic autonomous ships, featured in Africa PORTS & SHIPS maritime news
Ocean Infinity robotic autonomous ships

Ocean Infinity, a leading marine robotics and deep sea data acquisition company, is implementing ShipManager fleet management software for 17 new robotic ships and additional autonomous underwater vehicles (AUVs).

Ocean Infinity will implement ShipManager’s modules for planned maintenance, procurement and business intelligence for its advanced fleet of uncrewed, low-emission vessels for capturing ocean data.

Securing reliability

“As part of our efforts to secure the reliability of our fleet of robotic ships and AUVs, we…

… were looking for a trusted partner that could deliver an integrated fleet management solution,” says Andy Holt, Fleet Director, Ocean Infinity.

“We know DNV has validation in the market and ShipManager is very intuitive and user-friendly. We were also excited to see the latest developments in user experience based on modern cloud solutions. Especially ShipManager Analyzer, with its advanced reporting capabilities, really delivers what we were looking for,” says Holt.

ShipManager - marine fleet management software and ship management systems - image: DNV, featured in Africa PORTS & SHIPS maritime news
ShipManager – marine fleet management software and ship management systems – image: DNV

Low-emission fleet technology

The robotic ships in Ocean Infinity’s Armada fleet use low-emission fleet technology and are equipped with state-of-the-art sensors and pioneering navigational solutions that allow information to be gathered from the shallowest and deepest waters, whether for exploration, mapping or searching for wreckage. The marine robots use hybrid technology, cutting CO2 emissions.

An Armada robotic vessel emits up to 90% less CO2 than a conventional survey vessel.

“We are proud to be part of this exciting journey with Ocean Infinity,” says Torsten Kappel, Head of Ship Product Line, Digital Solutions at DNV. “The utilisation of advanced technologies, as well as the focus on decarbonisation, fits perfectly with our own values at DNV.”

The ShipManager solutions are part of DNV’s maritime software portfolio for ship management and operations, installed on board approximately 7000 vessels worldwide. ShipManager provides modules for technical management, procurement, hull integrity management, dry docking, QHSE, crewing and business intelligence.

Read more about ShipManager:

Added 1 June 2021




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TRADE NEWS: Daikin’s CA container technology ships custard apples long-range

Daikin reefers used with the Taiwan export of custard apples to Dubai, as featured in Africa PORTS & SHIPS maritime news
Daikin reefers used with the Taiwan export of custard apples to Dubai

Daikin’s controlled atmosphere (CA) container technology ships Taiwanese custard apples to Middle East for first time

Yang Ming Line and leading fruit exporter Fruit Days International Co. have selected Daikin’s Active controlled atmosphere (CA) container technology for the first ever container shipment of Taiwanese custard apples (cherimoys) to Dubai in the Middle East. Daikin Reefer is a leading supplier of refrigeration and climate control solutions for freight containers. Headquartered in Japan, Daikin Reefer is a business unit of the refrigeration division of global refrigeration, air conditioning and climate control provider Daikin Industries Ltd.

The containerload carrying 10 tons of custard apples was shipped by Yang Ming Line and left Kaohsiung port in Taiwan on 1 Feb 2021 and arrived in Dubai on 19 Feb 2021, a total transit time of 18 days.

The majority of Taiwan’s fresh produce exports, including Taiwanese custard apples, are bound for Asian countries. This delicate fruit can often have a limited shelf life even after short ocean shipment journeys, due to its tendency to spoil easily or ripen quickly.

However increased demand for Asian fruit globally together with changes to market conditions in Asia mean ….Custard apples, reported on in Africa PORTS & SHIPS maritime news

Custard apples exported to Dubai… Taiwan now has the opportunity to reach new and distant markets with its renowned custard apples as well as other fresh produce. To successfully ship over long distances, the custard apple must be kept in optimum conditions during transit so that it arrives in a ‘just-picked’ state, ready for onwards distribution to supermarkets and then to consumers. Finding ways in which to ship this fruit under the correct atmospheric conditions has traditionally been a problem that has frustrated Taiwanese growers and international shippers.

Popular with the health conscious, the custard apple has a low GI (Glycemic index) and is naturally sweet with a distinct flavour of custard. An excellent source of vitamins C and B6, it is also rich in potassium. The Middle East has excellent growth rates in the consumption of perishables, and this region relies heavily on food imports due to low local food production. There has also been a rise in the number of high-end restaurants and supermarkets with consumers keen to try new and exotic perishables.

The custard apple varies in size, colour and shape and can bruise easily as well as ripen very quickly. Exporters and shippers face challenges when transporting it over longer distances because of the speed at which the fruit can spoil and discolour when transported in normal reefers that rely on natural respiration.

Preparing the custard apples for export from Taiwan to Dubai, as featured in rreport in Africa PORTS & SHIPS maritime news
Preparing the custard apples for export from Taiwan to Dubai

Yang Ming Line’s shipment supported by Daikin’s Active CA meant the custard apples arrived in Dubai after 18 days at sea in optimum condition ready for onwards distribution to leading high-end supermarkets in Dubai. Even after a total 18 days in transit the custard apples still had a shelf life of 8 days in Dubai, thanks to the precise atmospheric conditions provided by Daikin’s Active CA.

The Daikin Active CA system is unique in that it reduces oxygen and manages carbon dioxide levels, as well as boosting nitrogen levels to quickly put fresh produce into a state of hibernation inside the reefer. This helps to maintain the quality of the fruit and extend both the shelf life (i.e. the selling days on shelf in stores) and the overall storage life of a wide range of fresh produce, even on the longest of journeys. The custard apples are effectively ‘put to sleep’ on their journey so their freshness is maintained and Taiwanese and other Asian exporters can now rely upon Daikin’s Active CA technology to help them grow their market footprint and reach new international markets.

As well as custard apples, other perishable cargoes with low respiration rates can be transported with Daikin’s CA technology as it delivers optimum conditions – unlike when more passive systems are used.

“Shipping Taiwanese custard apples to Dubai for the first time is an exciting development, opening up Jebel Ali Port and the country of Dubai as new import destinations, thanks to Daikin’s Active CA. We are excited that we can now open up new distant markets beyond the traditional near market destination of Taiwanese custard apples with Daikin’s leading Active CA technology,” said Alex Huang of Fruit Days International Co.

“Since our research project on long-distance transportation of custard apples in 2019 we are delighted that custard apples are now being shipped out of Taiwan to the Middle East to be enjoyed by consumers there. Earlier this year our CA technology also supported a shipment of custard apples from Taiwan to Vancouver. Both these shipments clearly demonstrate that our Active CA technology is paving the way for Asian exporters to find new markets and for shippers to extend their cargo ranges by safeguarding the freshness of valuable perishable produce” said Mr Ah Huat Goh, General Manger, Global Marketing & Service, Reefer Department at Daikin Reefer.

South African custard apple cultivation

On Sunday afternoons a truck filled with cherimoya leaves Stoneacres Farm in the Eastern Cape to travel the almost 900km throughout the night and arrive at the Johannesburg Municipal Market by early Monday morning.

“Hopefully by Wednesday it has been sold,” notes Alan Stone, cherimoya and kiwi farmer from Stoneacres, Stutterheim, a region better known for its forestry and sheep.

“It has a very short shelf life, and the market for it is very restricted. The Portuguese community in South Africa know the fruit…….”

To read further about custard apple cultivation in a South African context, particularly in view of the opportunities presented by the Taiwanese development, please see the rest of this article Cherimoya cultivation in the Eastern Cape published in Fresh Plaza by CLICKING HERE

Added 27 May 2021



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TRADE NEWS: Voith to present technology for remote-controlled tugboats at National Maritime Conference in Rostock

appearing in Africa PORTS & SHIPS maritime news

More efficient vessel mooring and casting off manoeuvres thanks to remote-controlled tug assistants
Greater safety for crews
Voith contributing its comprehensive expertise in eco-friendly drive concepts and tugboat technology to the project

HEIDENHEIM/ROSTOCK, GERMANY. Voith will present the FernSAMS technology as part of a live-streamed manoeuvre simulation at the 12th National Maritime Conference taking place in Rostock on 10-11 May 2021. The largest gathering of the German maritime sector – to be held virtually again this year due to the ongoing COVID-19 pandemic – places the future of the maritime industry in the spotlight.

The German acronym FernSAMS (Ferngesteuerte Schlepper bei An- und Ablegemanövern großer Schiffe) refers to the remote-controlled tugs used during mooring and casting-off manoeuvres of large ships. The objective of this collaborative project led by Voith is to make the use of tugs safer and more efficient. To realise this project, Voith assembled a consortium of industry and technology experts: the Hamburg University of Technology, the Fraunhofer Center for Maritime Logistics and Services, the Federal Office for Hydraulic Engineering, winch and crane manufacturer McGregor, the Marine Training Center (MTC) Hamburg and communication specialists from MediaMobil.

The project is funded by the German Federal Ministry for Economic Affairs and Energy (BMWi).

At the conference, whose patron is Federal Chancellor Angela Merkel, around 800 representatives from industry, the research community, associations, trade unions and the political sphere will have the opportunity to learn about the benefits of the FernSAMS technology during one of the specialist forums.

Enormous increase in efficiency

The use of tugs is crucial for successful ship assistance. Especially in the international competition of ports and shipping companies, the costs for tugs are more relevant today than ever before. It is therefore essential to find new ways to improve efficiency and increase competitiveness.

“Standardised, automated tugboat assistance will significantly reduce costs for shipping companies and port operators and increase the speed of individual ship manoeuvres,” emphasises Dr Dirk Jürgens, Vice President Research and Development at Voith Turbo Marine and Project Manager for FernSAMS. In the global shipping environment, every minute spared represents a considerable cost reduction.

In addition, with a remotely operated tug fleet, it is possible to reduce construction and operating costs. Because most of the boats will be operated by an intelligent remote control, these tugs therefore do not need common rooms or sanitary facilities for the crew. Noise insulation and even the bridge could also be eliminated. This reduces the weight of these floating powerhouses, which makes them even more manoeuvrable and reduces energy consumption. The concept also opens up new options for the design of the remote-controlled vessels; for example, there is no longer a need to make provision for a deck house to accommodate towing gear.

Greater safety for crew

The second objective of FernSAMS is to substantially improve crew safety. For example, until now, tow lines have been handed over manually, requiring the tug operating at the front of the ship to navigate directly in front of the bow of the moving freighter. Harbour pilots on the bridge of the vessels, which are often well in excess of 300 metres long and 45 metres wide, coordinate these manoeuvres with the tugboat captains. During this process, the tow lines are subjected to immense forces, which can reach more than 100 metric tons during dynamic manoeuvres. Thanks to remote-controlled tugs, for which FernSAMS supplies the key technology, all critical manoeuvres and operations can be controlled from a safe distance. This minimises the risk of accidents for employees.

FernSAMS does not envisage a completely autonomous operation. “The basic principle is to replace one or several tugs in a team with unmanned vessels. The remote control is done on board one of the boats involved,” explains Jürgens. For this to function properly in real time, there needs to be a fast and reliable data connection between all participants, even if there is the huge mass of a ship between tug and (remote) helmsman. “The 5G mobile communications standard is a potential transmission solution. Satellite communication is also a likely option to serve as a safety backup,” says Jürgens.

Voith is not just the leader of the project; the technology group also brings its extensive expertise in maritime propulsion concepts to bear in the development. For example, the Voith Schneider Propeller (VSP) developed by Voith decades ago is a system that has already successfully put its fast and accurate power transmission to the test in many applications worldwide. Another example is the water tractors developed by Voith that are among the safest assistance tugs ever built. With the new electric Voith Schneider Propeller (eVSP), Voith is also taking an important step towards the electrification of the drive train in marine applications and thus to a shipping environment that is even more sparing with resources.

About the Voith Group

The Voith Group is a global technology company. With its broad portfolio of systems, products, services and digital applications, Voith sets standards in the markets of energy, oil & gas, paper, raw materials and transport & automotive. Founded in 1867, the company today has more than 20,000 employees, sales of € 4.2 billion and locations in over 60 countries worldwide and is thus one of the larger family-owned companies in Europe.

The Group Division Voith Turbo is part of the Voith Group and a specialist for intelligent drive technology, systems as well as tailor-made services. With its innovative and smart products, Voith offers highest efficiency and reliability. Customers from highly diverse industries such as oil and gas, energy, mining and mechanical engineering, ship technology, rail and commercial vehicles rely on the advanced technologies and digital applications of Voith.

Added 10 May 2021


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TRADE NEWS: ClassNK issues AiP for design of methanol dual-fueled tanker

ClassNK banner on display in Africa PORTS & SHIPS maritime news

Ship equipped with dual-fuel system developed by Sumitomo Heavy Industries Marine & Engineering

Tokyo – Leading Classification Society ClassNK has issued an Approval in Principle (AiP) for the design of a methanol dual-fueled tanker developed by Sumitomo Heavy Industries Marine & Engineering Co., Ltd.

The Society confirmed the design’s compliance with the IMO’s ‘Interim Guidelines for the Safety of Ships using Methyl/Ethyl Alcohol as fuels’* published in December 2020, and the ‘Guidelines for Ships Using Low-Flashpoint Fuels’ published by the Society in 2019.

Features of the design announced by Sumitomo Heavy Industries Marine Engineering are as follows:

“In detail design, regarding methanol fuel, due consideration is required to properly reduce potential risk of fire and leakage by its low flash point and toxic.

“Our tanker is carefully designed to install a main engine and methanol fuel supply system such as fuel pump, fuel tank and fuel control system which enable to use both methanol fuel and fuel oil. Our tanker also uses double walled fuel oil piping, a leak detection system, etc. to ensure higher safety against leakage and fire.”

Since the safety requirements for the use of low-flashpoint fuels such as methanol were not clearly provided in the IGF Code, the Society developed its own guidelines in 2019 for such fuels based on IMO discussions and technological trends at that time.

Following the publication of the IMO interim guidelines in December 2020, which was approved by the MSC 102, ClassNK carried out the design review for the AiP based on the IMO interim guidelines as well as its guidelines.

* MSC.1/Circ.1621

Added 25 March 2021



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TRADE NEWS: Scrubber supplier Yara Marine reaches all-time high

Yara Marine Technology at work, featured in Africa PORTS & SHIPS maritime news
Yara Marine Technology at work

Yara Marine Technologies ramps up scrubber service and after-sales

Yara Marine Technologies reached an all-time high service and after-sales numbers in January and February despite coronavirus heavily affecting the scrubber market.

The scrubber specialist is expanding its green tech portfolio. However, the company, which was the first to launch the in-line scrubber, will still have scrubbers as a core product in years to come. As warranties end, ship-owners now find their way back to the supplier for service. It says that service agreements are the preferred choice amongst most clients.

Aleksander Askeland, Yara Marine Technologies CEO, FEATURED IN aFRICA ports & ships MARITIME NEWS
Aleksander Askeland

“We experienced a sharp increase in after-sales, especially in long-term service agreements, as the warranty on several installations ended, said CSO at Yara Marine Technologies, Aleksander Askeland (pictured).

“January and February are both at an all-time high. We´ve spent the past couple of months building a leaner operation in our service and after-sales department, and I believe we are seeing the effects of this now.”

He said most engineers outside Yara Marine Technologies and the scrubber industry still consider scrubbers as new equipment and still they lack experience on how to conduct preventative maintenance in an optimal way.

“Operational disruptions are expensive, and proper service minimises the risk of downtime,” said Askeland. “Also, we see cases where service and maintenance are performed incorrectly, ending in very bad results. Correct preventative maintenance on the other hand makes you compliant, extends the life cycle of the scrubber, saves both time and spare parts and reduces overall operational costs.”

The scrubber market went from booming to almost completely silent when the coronavirus struck. However, as the economy recovers, the price difference between HSFO and VLSFO increases steadily, and scrubbers are back on the agenda amongst ship-owners.

Askeland said that in years to come, scrubbers will continue to be the only competitive alternative for ships running on oil. “Still, we will not run on hydrocarbons forever, and at Yara Marine Technologies, we will not build scrubbers forever. Hence our heavy investment into green technologies for the maritime industry. We are driving the industry towards zero emission, first with SOX and NOX, and now with CO2,” he said.

Yara Marine Technologies

Since the beginning in 2010, Yara Marine Technologies has been a frontrunner in the emission reduction technology industry. The company soon developed into one of the world’s largest providers of high quality scrubber systems, with more than 400 systems installed.

Today, Yara Marine provides a portfolio of green technologies. It works as yards’ and ship-owners’ partner to reduce and eliminate ship emissions. “Partners who share our vision of a healthy planet for future generations.”

Yara Marine Technologies has offices in Sweden, China, Singapore and HQ in Oslo, Norway.

Added 18 March 2021



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TRADE NEWS: ABB technology to support US ferry’s move to hybrid-electric ops

Casco Bay Lines new ferry will feature ABB's hybrid-electric power and propulsion solutions, as featured in Afric PORTS & SHIPS maritime news
Casco Bay Lines new ferry will feature ABB’s hybrid-electric power and propulsion solutions

Marine ferry operator Casco Bay Lines has committed to an integrated hybrid-electric power and propulsion solution from ABB for its new vessel, in a technology step change along one of the longest-established ferry routes in the United States

The new ferry is expected to cut up to 800 tons of carbon dioxide per year, significantly improving air quality in Portland, Maine.

The new 50-metre ferry will feature ABB Marine & Ports’ hybrid power, propulsion and a shore charging system, supporting diesel-electric and zero-emissions battery-powered modes, as well as a combination of both. With the ferry operating in zero-emission mode, the passengers will benefit from a smoother, cleaner and quieter ride.

In line with US governmental commitments to reduce the environmental impact of public service transit systems nationwide, the ferry project has been partially funded by federal and state grants, with a 15-vehicle and 599-passenger capacity vessel to replace an existing diesel-powered ferry for the Portland–Peaks Island service along the coast of Maine.

“This contract is an important milestone for ABB Marine & Ports hybrid-electric propulsion in the US ferry market,” said Bruce Strupp, Senior Account Manager, New Build, ABB Marine & Ports. “Momentum for lower carbon footprint ferry operations continues to grow worldwide, and ABB is honored that its integrated electric, digital and connected solutions are being considered integral as more and more US operators replace obsolete vessels to match regulatory and societal demands.”

“Hundreds of thousands of passengers ride the Casco Bay Lines ferry between Portland and Peaks Island each year,” said Hank Berg, General Manager of Casco Bay Lines. “Increasingly, ferry passengers prioritise sustainability as a service expectation, in addition to reliability and comfort. The ability to switch to zero-emission battery power in port is also a clear environmental benefit for residents in Portland and Peaks Island. We look forward to a close collaboration with ABB and we can’t wait to see the end result.”

Within its integration, engineering, automation and equipment supply roles, ABB will deliver the award-winning Onboard DC Grid™ power distribution system to give full control over when and how the vessel uses its diesel generators, the 904-kWh battery energy storage system or a combination of the two to optimise energy consumption at any load. ABB is also supplying an automated shore charging system for installation at the Port of Portland, which automatically connects at the dock and will not require any additional port time to charge the vessel.

Smooth running, remote monitoring and predictive maintenance will be supported through the inclusion of the ABB Ability™ Remote Diagnostics System in the vessel.

Hybrid and electric solutions for ferries are on the rise, with over 130 battery-powered ferries already in operation and more than 90 on order, according to the Maritime Battery Forum. ABB’s complete, integrated solutions for hybrid and electric vessels are increasingly selected by ferry operators worldwide and in the US.

Recent successes have included a fleet renewal project for Washington State Ferries, the largest ferry system in the country, while ABB also supplied power and propulsion package for the latest ‘Maid of the Mist’ Niagara Falls tour ferries – the first fully-electric vessels built in the US

ABB is a leading global technology company that energizes the transformation of society and industry to achieve a more productive, sustainable future. By connecting software to its electrification, robotics, automation and motion portfolio, ABB pushes the boundaries of technology to drive performance to new levels. With a history of excellence stretching back more than 130 years, ABB’s success is driven by about 105,000 talented employees in over 100 countries.

Added 15 March 2021



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TRADE NEWS: eTradeHubs Portal launched:
to Empower Women Traders & Entrepreneurs in Africa

eTradeHub portal personalitiesfeatured in Africa PORTS & SHIPS maritime news

…Promoted by ICC, West Blue, UPS, and TRALAC

The International Chamber of Commerce (ICC) in partnership with West Blue Consulting, United Parcel Services (UPS) and Trade Law Center (TRALAC) have unveiled a digital trade solutions platform, tagged eTradeHubs portal, to expand market access and economic opportunities for micro, small and medium enterprises in Africa – especially women owned businesses.

The eTradeHubs portal ( ) developed by two indigenous African technology providers – Global Trade Solution (GTS) and West Blue Consulting, provides a 24/7 interface for women traders and entrepreneurs in Africa (along with their male peers) to connect and access timely and up to date information, skills and operational tools, offered by the various service providers within the supply chain.

Designed to leverage on the benefits arising from the operationalization of the AfCFTA Agreement, the eTradeHub portal aims to reduce the time and cost of doing business by supporting enterprises at all levels – from micro to multinational.

The portal features include a multi country tariff and trade information tool as well as a Duty Calculator.

A first-time trader or existing trader wishing to import raw materials or export finished goods, can search on the portal for the specific HS Code, related tariff lines, preferential rates of duties, and regulatory procedures and documents required for that specific item. The Duty Calculator further provides an estimate of the customs duty, tax and levies of the destination region or country, to aid in financial and logistics planning.

Using the eTradeHubs portal, the trader is able to process trade documentation, manage compliance, workflow and costs – all on the same platform, without the need to visit multiple regulatory agencies, entities, websites and physical offices. The platform enables enterprises to scale-up and digitize their operations by providing access to online training, webinars and workshops.

The portal currently provides country data of Ghana, Kenya, Nigeria, South Africa, Zambia and the ECOWAS sub region, with more countries and sub regions soon to be added, in line with the Digitize 5 million African SMEs initiative.

ICC, West Blue, UPS and TRALAC through a Memorandum of Understanding (MoU) announced a partnership in February that will provide capacity building programmes and tools, including co-developed trade and information portal called eTradeHubs, to help women-led small and medium enterprises (SMEs) expand their operations to new markets in Africa and around the world.

Through the auspices of the “Women Traders in AfCFTA” working group, this partnership will collaborate with advocacy groups, trade associations, and other stakeholders on the continent to support women owned businesses.

Secretary General of ICC, John W.H. Denton AO at the virtual launch of the partnership said: “the economic, social, and health consequences associated with the COVID-19 pandemic have unequally impacted the lives and livelihoods of women business owners everywhere. We are extremely proud to partner with UPS, TRALAC, and West Blue Consulting to level the playing field in Africa and provide women entrepreneurs with the required resources to digitise their businesses. Women-led businesses are the backbone of their local economies – we can’t afford to leave them behind.”

Valentina Mintah, CEO and Founder of West Blue Consulting said: “the adoption of smart solutions by women in business and trade will ensure benefits such increased flexibility for women to work from home whilst raising children, improved access to global markets, networking opportunities and a significant shift of women from the informal to the formal sector.”

Mintah is optimistic that the eTradeHubs portal by lowering the entry barriers to cross border trade will allow entrepreneurs grow their business rapidly. She said that the informal sector will not be left out as info-graphics and videos in local African languages will be introduced to deepened inclusion and diversity.

Penny Naas, President of UPS International Public Affairs & Sustainability said: “research shows that only 1 out of 5 businesses that exports is led by a woman. At UPS, we’re moving our world forward by helping women-run businesses maximize their participation in trade through public-private partnerships that provide policy recommendations and support with knowledge sharing and building skills.

“Our partnership with the ICC, TRALAC, and West Blue Consulting will offer exporting workshops for women entrepreneurs and to advocate for enabling environments that pave the way for African women’s success.”

Trudi Hartzenberg, Executive Director TRALAC said: “the adoption of digital trade solutions for the AfCFTA will address many border management challenges that disproportionately impact women traders. TRALAC is very pleased to collaborate with ICC, UPS and West Blue Consulting to support digitisation of women’s businesses, to enhance their competitiveness in the AfCFTA and global markets.”

The partnership forged by ICC, West Blue, UPS and TRALAC will be supported by the ICC’s Centre of Entrepreneurship, an initiative to prepare and mobilise the next generation of entrepreneurs around the world.

With regional hubs in Istanbul and Beirut, ICC will announce future hubs in Africa and South America in 2021. The hubs in Africa according to ICC’s Global Communication Officer, Timothy Conley, will be used to implement the partnership’s programmes and reach out to SMEs across the continent.

Added 7 March 2021



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TRADE NEWS: LOC launches digital solution for enhancing port pilotage safety

Drone providing space awareness imagery to the pilot from above and behind the funnel - in line with foreward mast, featured Africa PORTS & SHIPS maritime news
Drone providing space awareness imagery to the pilot from above and behind the funnel – in line with foreward mast

LOC, part of AqualisBraemar LOC Group, has announced the launching of a new digital solution to enhance safety of marine operations within ports and harbours.

The service will be based on the development of a digitised training library for port-based ship pilots, creating a structure for the retention of pilotage experience, and reducing risk of marine operations with 360-degree aerial views for pilot operations using drone technology.

In addition to reducing risk, the benefits provided by the platform include:

* Knowledge retention and peer learning – capturing and retaining experienced piloting skills for the benefit of training the next generation of pilots
* Improve vision of restricted manoeuvring areas, providing better ‘situational awareness’
* Demonstrate ‘safe port’ marine operations and management practice
* Enhanced tracking of CBD from junior pilot upwards, maintaining of skills and on-going competence assessments
* Secure, simple and maintained data storage

This new solution has been developed in response to an increase in the risk profile of marine operations in ports, with larger ships required to manoeuvre in increasingly relatively small, ports & port basins, and as logistical schedules become tighter.

In developing this solution, LOC combined its digital capabilities with its long-term expertise across marine assurance and risk, and in-house practical experience in port management, pilotage operations and tug handling/operations, to create a fit-for-purpose solution.

Clive Sheard, Ports & Shipyards Consultant, LOC Australia, commented:

“The development of this service is in response to the industry recognising the increased risk profile of marine operations in ports. As a Group, we are ideally placed to be able to find solutions to these problems.

“Our experience positions us to provide independent analysis and design for the capture of video libraries tailored to given ports, and unique port risk profiles; and create platforms which can be endorsed within port safety management systems.

“In Australia, drone services, and digital recording of drone deployments, are already being rolled out across several port operators and pilotage services and, as such, the value of having a ‘drone’ perspective is already recognised.”

317 metre vessel turning in Port of Fremantle, featured in Africa PORTS & SHIPS maritime news
317 metre vessel turning in Port of Fremantle
Added 1 March 2021


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TRADE NEWS: Shipowners advised on IMO 2020 compliancy amid high sulphur warning

Overview of the samples and the sulphut limits applicable. Maritec recommends that ships’ crew also take onboard and in-use fuel samples, featured in Africa PORTS & SHIPS maritime news
Overview of the samples and the sulphur limits applicable. Maritec recommends that ships’ crew also take onboard and in-use fuel samples

Singapore-based independent test and research facility Maritec is advising shipowners on how best to meet IMO 2020 fuel testing requirements following reports of excessive sulphur in some very low sulphur fuel oils.

In a Technical Bulletin issued to customers in December, Maritec reports several cases where tested VLSFO manifold samples have recorded a sulphur content of between 0.51 to 0.53%m/m, exceeding the mandatory allowable 0.50%m/m.

The testing company says this accounts for about 1.23% of VLSFO tested to date.

According to Maritec, since the implementation of IMO 2020, there is “confusion and frustration” as to whether the ISO 4259 upper limit of 0.53%mm still applies or not.

Maritec reports several cases where tested VLSFO manifold samples have exceeded the mandatory allowable sulphur limit of 0.50%m/m., featured in Africa PORTS & SHIPS maritime news
Maritec reports several cases where tested VLSFO manifold samples have exceeded the mandatory allowable sulphur limit of 0.50%m/m.

Maritec VP Business Development John Ren Di, said: “Given that there will be variability between test results, even from identical samples tested in the same lab, it raises the question: when does an individual test result indicate that the tested VLSFO fuel is compliant?

“IMO has adopted a 95% confidence testing boundary which is given by ISO 4259 as 0.59 times the reproducibility value R (expressed as 0.59R). However, this applies only to in-use and onboard samples and not the sample taken at the manifold.”

In highlighting the challenges and inconsistencies in determining the sampling location of onboard and in-use samples, Maritec reminds ship operators that in-use sampling points need to be fitted to existing ships built before 01 April 2022 no later than the first IAPP renewal survey after 01 April 2023. For new ships they need to be designated on delivery.

The company emphasises that in-use and onboard samples cannot exceed the maximum limit of 0.53% m/m. If sulphur content is found to exceed 0.53%m/m, then the source of contamination must be detailed, and evidence provided indicating that all possible steps were taken to ensure compliance.

Maritec logo, on display in Africa PORTS & SHIPS maritime news

“It would be prudent for vessel staff to witness and document sampling and sealing by Port State Control Inspectors,” said Ren Di.

“Ideally, they should take representative samples of their own and countersealed by the sampling inspector for independent verification in case of dispute.”

Maritec recommends that, in addition to routine full analysis on new bunker samples, crew also take onboard and in-use samples. Maritec provides the sulphur verification kit to all vessels in their testing programme.

“There is always a possibility of loading non-compliant fuel onboard. Mitigating this risk begins with sourcing and purchasing compliant fuel oil and reducing the risk of poor-quality fuel oil being delivered to the vessel,” said Ren Di.

“Knowing the appropriate limits at each stage of the process will help keep vessels compliant and operating in line with IMO’s objective to reduce air pollution and protect the environment.”

Marpol Annex VI amendments for fuel oil sampling are expected to enter into force on 1 April 2022.

Added 28 February 2021



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ClassNK updates ‘Guidelines for Remote Surveys’

ClassNK logo on display in Africa PORTS & SHIPS maritime news

Tokyo – Leading Classification Society ClassNK has released ‘Guidelines for Remote Surveys Ver. 2.0’ including a class notation requirement for the ship with advance preparation for remote surveys.

ClassNK has been working on the advancement of surveys using digital technology in line with its R&D roadmap and Digital Grand Design 2030, and published ‘Guidelines for Remote Surveys’.

cover of 'Guidelines for Remote Surveys' featured in report in Africa PORTS & SHIPS maritime news

Incorporating outcomes of investigation and examination for providing the standards in the application of remote surveys to ensure reliability equivalent to conventional witness surveys with transparency, the guidelines have described the types of surveys that can be applied, the types and amounts of information required for remote surveys, and the requirements for the use of ICT.

In the Ver. 2.0, ClassNK has made revision for the clarification of selection of equipment and communication infrastructure, and the class notation requirement for the ship with advance preparation for remote surveys such as procedures for crew members as well as the description review for category of remote surveys and applicable survey items.

The Guidelines for Remote Surveys Ver. 2.0 are available to download free of charge via ClassNK’s website for those who have registered for the ClassNK ‘My Page’ service. To register for the ‘My Page’ service free of charge, go to the ClassNK website and click on the ‘My Page Login’ button.

Added 27 January 2021



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Infinity Maritime announces broker ecosystem with world leading ship brokers

Infinity Maritime embraces the maritime ecosystem from banks to brokers, digitising environmentally friendly vessels. They have now announced collaboration with world leading maritime brokers Maersk Broker, SSY, Arrow and BRS.

Infinity Maritime, which aims to be the first platform to provide alternative maritime finance through digitisation enabling fractional ownership of cargo ships, such as dry bulk carriers, tankers and container ships, has announced a new collaboration with four major ship brokers.


Infinity Maritime aims to create asset-backed Meta Units of the ships it buys that will be tradeable, resulting in a secondary market for investors. The platform will focus on creating a sustainable fleet via the purchase and upgrade of modern vessels, in line with the Poseidon Principles for sustainability.

Maritime brokers Maersk Broker, SSY, Arrow and BRS will support Infinity Maritime by sourcing suitable and available ships, either as single assets or portfolio transactions. Initially, they will focus on modern Ultramax and Kamsarmax Bulk Carriers, specifically those with the lowest carbon footprint.

In addition to the sale and purchase of vessels, the brokers will also have the opportunity to offer chartering services, undertake market research and trade Meta Units on a frequent basis. They would also be part of a panel who will continuously value the ships and portfolios.

“Alternative financing and lending has become a common, recurring theme over the last couple of years in the international ship finance industry,” says Maersk Broker Advisory Services Managing Director, Jesper Bo Hansen.

“We are actively involved in all aspects of alternative ship finance, and ship finance in general. We believe different kinds of securitisation will be part of the future alternative financing landscape and believe the Infinity Maritime Meta Unit could develop into being an interesting market alternative for financiers and investors in the maritime industry.

“We are confident that we can secure a steady deal flow of sustainable assets to the Infinity platform and look forward to cooperating with the Infinity team.”

Andrew Graham, Chairman, Infinity Maritime said: “Infinity’s ambition is to reinvigorate the Maritime ecosystem – not disrupt it. We are pleased to demonstrate our progress towards sourcing our first fleet of sustainable dry bulk carriers by announcing our collaboration with an initial group of the most progressive ship brokers, who will also work with us to trade the Meta Units which investors will own, representing the value of the vessels in the portfolio.

“Now is the right time to launch the first digitised alternative finance proposition for the maritime industry. The concept is now much better understood, and access to finance in the maritime sector continues to be much harder to secure, and shows no sign of abating,” he said.

Infinity Maritime is the London based alternative finance digital platform for the issuance and trading of asset-backed Meta Units in the maritime sector. Through the fractionalisation and digitisation of illiquid assets, Infinity allows broader access to large asset investment opportunities and more exit opportunities for investors. Purchasers/acquirers of Meta Units include family offices, hedge funds, HNW/UHNW and other yield investors.

More info on Infinity Maritime at, please contact or call Omaid Hiwaizi on 07956 37 5455.

added 26 January 2021


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DNV's new logo, minus the GL, featured in Africa PORTS & SHIPS maritime news
DNV’s new logo, minus the GL

DNV GL, the assurance and risk management company, will change its name to DNV on 1 March 2021.

The move comes after a comprehensive review of the company’s strategy as it positions itself for a world in which many of DNV’s markets are undergoing fundamental change. The present name has been in place since the 2013 merger between DNV (Det Norske Veritas) and GL (Germanischer Lloyd).

According to DNV GL, the name simplification is a natural consequence of a successfully completed merger and of having operated as a fully integrated company for several years now.

Remi Eriksen, Group President and CEO, said, “We merged two leading companies with complementary strengths and market positions, and combining the two names was the right solution in 2013. However, it was not a name that rolled off the tongue, and many customers already refer to the company as DNV.

DNV's Remi Eriksen featuing in Africa PORTS & SHIPS maritime news
Remi Eriksen

“Our brand is used by many of our customers to build trust towards their stakeholders, and a simpler name will be an even stronger trust mark for our customers in the future, but still carries with it all our strengths and proud 157-year-old legacy with a purpose to safeguard life, property and the environment,” Eriksen said.

The 2020s has been called the decade of transformation or the ‘exponential decade’, where the pace of the energy transition will be set and where food, health and transport systems will change immensely and digital technologies underpinning industry 4.0 will mature from experimentation into large-scale application. Most importantly, this is the decade where humanity will succeed or fail to deliver on the Sustainable Development Goals, DNV GL said in its statement.

As companies take on the complexities of digitalisation and decarbonisation, they need trust and assurance. Assurance is not only a service, but also the fundamental value created as a result of the services delivered by DNV. DNV’s ambition is to shape the future of assurance with more digitalised services and by leading the assurance of digitalisation in the form of assuring data, digital twins and digitised processes.

“Our strategy not only positions us for significant growth in a world increasingly in need of a trusted voice, but also positions us to shape the future of assurance,” said Eriksen. “DNV will offer the best, most efficient and digitalized ways of delivering services – be it classification, certification, verification, inspection, advisory, or digital solutions.”

Added 25 January 2021



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TRADE NEWS: ClassNK certifies ‘Kawasaki Integrated Maritime Solutions’

classNK banner on display in Africa PORTS & SHIPS maritime news

First Innovation Endorsement for Products & Solutions

Tokyo – Leading Classification Society ClassNK certified ‘Kawasaki Integrated Maritime Solutions’, jointly developed by Kawasaki Kisen Kaisha, Ltd. (‘K’ LINE) and Kawasaki Heavy Industries Group, as its first Innovation Endorsement* for Products & Solutions, the Society’s new certification service for innovative technologies.

In July 2020, to promote the spread and development of innovative technologies, the Society launched Innovation Endorsement as the swift certification service in cooperation with technological front runners to establish appropriate evaluation criteria. Among the certification categories, “Products & Solutions” covers digital equipment and software technology installed for use on vessels.

‘Kawasaki Integrated Maritime Solutions’ is an integrated ship operation and performance management system, jointly developed by ‘K’ LINE and Kawasaki Heavy Industries Group, and its variety of applications with operation data that automatically sent to the shore from vessels are utilised for early detection of abnormalities with live data monitoring, performance analysis to maintain and manage fuel efficiency, and optimum navigation support to maintain safe and economical routing.

Receiving ‘K’ LINE’s application, ClassNK’s experts verified the functions of ‘Kawasaki Integrated Maritime Solutions’ which include operation data collection, ship-shore data communication, data transaction record & alarm, data aggregation for monitoring & analysis, automatic trim chart generation, performance calculation & analysis, and weather routing, and issued the certificate. This marks the first Innovation Endorsement certification for Products & Solutions by ClassNK.

* See related press release: ClassNK launches “Innovation Endorsement” service for certifying innovative technology  CLICK HERE

18 January 2021



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TRADE NEWS: Castor Marine takes over SeaVsat assets

Castor Marine banner on disolay in Africa PORTS & SHIPS maritime news

Castor Marine, a leading Global VSAT Network Operator, has announced its acquisition of the activities of SeaVsat, a maritime satellite internet provider at sea based in Lelystad, the Netherlands. SeaVsat provided satellite Internet access to offshore vessels and rigs.

SeaVsat was declared bankrupt on 23 November 2020, leaving customers at sea in uncertainty about their Internet connection. With this acquisition Castor Marine has ensured continuity of the Internet services ensuring business continuity and taking care of the welfare of people at sea that are affected by this bankruptcy.

The Castor Marine team is currently working 24/7 to migrate the vessels involved to its own VSAT network infrastructure. All SeaVsat Airtime/Connectivity contracts can now be supported by the experienced Castor Marine team.

“I am pleased that with this acquisition of contracts we now ensure all SeaVsat customers continuity of the services,” said Ivo Veldkamp, CEO of Castor Marine. “The key benefit for the SeaVsat customers is that they now deal directly with a VSAT network operator instead of a reseller of VSAT services. This acquisition strengthens our position in the global maritime connectivity market and at the same time we ensure the welfare of people at sea.”

Elsa Bruggink, SeaVsat Administrator, said he was pleased with the agreement reached with Castor Marine BV. “For many customers, their satellite connection at sea is crucial for their business. I wish Castor Marine BV success with this endeavour.”

To contact Castor Marine in this context, email or telephone +31 620007158

About Castor Marine

Castor Marine delivers secure internet connectivity and IT networks. The company is part of Castor Networks (est. 2005), privately owned and has offices in the Netherlands (HQ), Norway and France. The company operates worldwide and offers installation, integration and real-time monitoring of Internet traffic, reliable connectivity solutions and all related IT systems. To guarantee global coverage, Castor owns and operates several teleports and a fibre network.

1 December 2020




CMA CGM Jacques Saade a the port of Rotterdam taking LNG bunkers from the Gas Agility. Featured in Africa PORTS & SHIPS maritime news
CMA CGM Jacques Saade a the port of Rotterdam taking over 17,000 m3 of LNG bunkers from the Gas Agility

The CMA CGM Jacques Saadé, the world’s largest containership powered by Liquefied Natural Gas (LNG) recently completed her first LNG bunkering with Total’s LNG bunker vessel, the Gas Agility, on 13 November 2020 at the Port of Rotterdam in the Netherlands. The 23,000 TEU containership received around 17,300 m3 of LNG, making it the largest LNG bunkering operation to ever take place.

Safe and efficient bunkering operation was performed by the Gas Agility at the Rotterdam World Gateway terminal by means of a ship-to-ship transfer, while the CMA CGM Jacques Saadé carried out cargo operations simultaneously. The supply of LNG was provided by Total Marine Fuels Global Solutions, Total’s dedicated business unit in charge of worldwide bunkering activities. Refueling took approximately 24 hours to complete.

CMA CGM Jacques Saade at sea, featured in Africa PORTS & SHIPS maritime news
CMA CGM Jacques Saade at sea

As part of this milestone operation, the carbon footprint of the LNG delivered was further reduced with the introduction of biomethane for approximately 13% of the quantity delivered, through the Guarantee of Origin (GO) certificates mechanism. The biomethane is produced in the Schipol area in the Netherlands, mainly by organic municipal waste

The pioneering bunkering operation is a ground-breaking development for the global LNG market and concretely demonstrates Total and CMA CGM’s pledge to advance the use of LNG as a marine fuel, the best, immediately available solution in terms of energy transition to help reduce the environmental footprint of maritime transport. LNG makes it possible to eliminate almost all the air pollutants generated by the combustion of fossil fuels:

* 99% of sulphur oxide emissions
* 99% of fine particles emissions
* Up to 85% of nitrogen oxide emissions

A LNG-powered vessel also emits up to 20% less CO2 than conventional fuel-powered systems. The development of bio and synthetic LNG2 will further drive forward LNG as a viable pathway to support the International Maritime Organization’s strategy on reducing GHG emissions from international shipping.

“We are really proud of this landmark achievement, which is the culmination of a three-year close collaboration between Total and CMA CGM,” said Jérôme Leprince-Ringuet, Vice President Marine Fuels at Total. “It also marks the shipping industry’s first commercial use of biomethane on this scale. Such introduction reflects Total’s ambition to get to Net Zero by 2050 and our commitment to help reduce the carbon intensity of the energy products used by our customers.”

“The success of the first LNG bunkering of our flagship in Rotterdam is the culmination of seven years of research and development by experts from CMA CGM Group and its partners,” said Christine Cabau, Executive Vice President in charge of CMA CGM Group’s industrial assets. “We are very pleased to have chosen Total for the gas supply of this major industrial project. This operation marks the structuring of a chain of excellence for LNG used as a fuel for maritime transport. It is a new step towards accelerating the energy transition in maritime transport and logistics”.

19 November 2020



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ClassNK releases Guidelines for Liquefied Gas Carrier Structures

LNG membrane design tankers, featured in Africva PORTS & SHIPS maritime news

ClassNK – Membrane System

Classification Society ClassNK has released its Guidelines for Liquefied Gas Carrier Structures – Membrane System. The Guidelines specify the technical requirements for evaluating structural strength using finite element analysis when designing membrane-type liquefied gas carriers.

As with the Society’s other guidelines for structural strength evaluation, they are based on ClassNK’s long years expertise including evaluation technology for the wave load acting on the hull, and outline the requirements to be considered for the structural strength of membrane-type liquefied gas carriers along with related rules to support rational and efficient designs.

The Guidelines are composed of the Guidelines for Direct Strength Analysis which specify the requirements for evaluating the yield and buckling strength of the net scantlings of the primary structural members by direct strength calculation, and the Guidelines for Fatigue Strength Assessment which define the requirements for fatigue strength evaluation for stress-concentrated parts. The main components include design loads dominant for hull structure, strength analysis methods and corrosion deductions, design scenarios in which assessments are required by the IMO IGC Code, local strength requirements for inner hull structures, and strain control requirements for inner hull structures required by designers of membrane cargo containment systems.

A calculation function corresponding to the requirements of the guidelines will also be added to “PrimeShip-Hull” series, the Society’s hull structure design support software.

The guidelines are available to download free of charge via ClassNK’s website for those who have registered for the ClassNK “My Page” service – available on the above link. source: ClassNK

About containment systems

There are two basic types of cargo containment systems which are generally referred to as incorporating either membrane or Moss Rosenberg technology. In both cases, the containment system is designed to serve two purposes:
* To contain LNG cargo at cryogenic temperatures (-160 degree C)
* To insulate the cargo from the hull structure.

The materials used for the hull structure are designed to withstand varying degrees of temperature. At temperatures below their specified limits, these steels will crystallise and become brittle. The materials used for the containment system are required to reduce the heat transfer from the hull structure to minimise boil-off gas from the cargo, as well as to protect the hull structure from the effects of cryogenic temperatures.

To read further on this topic and a more detailed explanation CLICK HERE

5 November 2020


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CSM and NovaMarine fatired in Africa PORTS & SHIPS maritime news


NovaMarine, a marine safety and survival equipment specialist provider based in Cape Town, has recently been approved as an accredited service partner for CSM safety equipment.

CSM currently has over 200 international servicing stations globally and have added NovaMarine to their service network. NovaMarine currently operates around the ports of Cape Town and Durban and their technicians are multi-skilled to perform offshore inspection, servicing, and maintenance 24/7 on marine safety equipment.

Marcus Twine, CEO of Hespers and NovaMarine, featured in Africa PORTS & SHIPS maritime news
Marcus Twine

Marcus Twine, CEO of NovaMarine expressed his delight at the company becoming an approved CSM service partner. “The NovaMarine sales and operations team have been working relentlessly for the last three years to land this partnership,” he said.

“CSM survival equipment is internationally renowned and we need to partner with these brands to be able to better serve our customer’s needs. Our customer service model revolves around service delivery and relationship-building and we look forward to nurturing this partnership with CSM.”

Shanghai Star Rubber Products Co Ltd is the specialised manufacturer of the CSM brand of marine inflatable life rafts and inflatable & non-inflatable rubber products. All products are complaint with ISO 9001:2008 and the products have been approved by classification societies such as ABS, CCS, DNV-GL, LR, NK, RS and Rina.

Barbra Pieters, featured in Africa PORTS & SHIPS maritime news
Barbra Pieters

Barbra Pieters, Sales & Service Co-Ordinator for NovaMarine adds, “We have always been determined to get the CSM agency back and it has finally paid off. Our team is excited, and we look forward to dealing with our old clients and assisting them with their servicing and replacements.”

NovaMarine have since already received an order for the servicing of five life rafts, just days after the approval.

While the national lockdown affected virtually all industry sectors due to the COVID-19 pandemic, NovaMarine was earmarked as an essential services provider during this time and even extended their service offering to include a sanitizing service for vessels.

In addition, NovaMarine has recently received its South African National Accreditation System (SANAS) Certification for Inspection of Transportable, Refillable Gas Containers. This also includes approval as a high-pressure test station for testing of CO2 cylinders.

“NovaMarine is an internationally known and trusted brand when it comes to marine safety and we need to be dynamic by changing or adding services which will address our client’s needs,” says Pieters.

“Our service technicians are multi-skilled and have a great amount of experience in their line of work to ensure your safety equipment is inspected, regularly serviced, well-maintained and fit for use in case of emergency.”

“We have made quite a few strategic internal changes within both companies in the last two years in a bid to align ourselves with the marine industry’s needs,” comments Marcus Twine, CEO of both NovaMarine and the ship repair and fabrication company Hesper Engineering.

“We have now found a synergy between the two brands which is starting to pay off.”

About NovaMarine:

NovaMarine is owned by Sturrock Grindrod Maritime (SGM) and along with its sister company Hesper Engineering, make up the SGM Technical Division within Grindrod Ltd. SGM Technical offers solutions ranging from marine safety equipment and maintenance, to steel/pipe fabrication, mechanical repairs as well as blasting and coating services.

NovaMarine is an innovative marine safety company providing safety equipment, lifeboats, life rafts, chandling, fire services and so much more to the leisure and commercial marine sectors. “Our focus is on marine safety with proven and tested survival craft, equipment, and servicing. We save lives by providing quality equipment and services to the highest standards and with the correct certifications and qualified technicians.”

NovaMarine is a B-BBEE level 2 contributor and is TRACE 9001:2015 certified.

28 October 2020


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A marine bearing produced by Vesconite Bearings, featured in Africa PORTS & SHIPS maritime news
A marine bearing produced by Vesconite Bearings

South African company Vesconite Bearings’ ship classification certifications continue to span the world, with the team ensuring that the certificates remain up-to-date.

The company’s marine bearings are currently certified by American Bureau of Shipping (ABS ), Nippon Kaiji Kyokai (Japan) (NKK), Bureau Veritas (BV), Lloyds Register (LR), Det Norske Veritas / Germanisher Lloyd (DNV / GL), China Classification Society (CCS) and Registro Italiano Navale (RINA).

Vesconite Bearings has had many of these certifications for decades, and continues to ensure that these remain in place, having recently been re-approved for three certificates by two ship classification authorities.

“The application process is started by contacting the relevant shipping classification authority and enquiring what we need to have in place and what steps are necessary to obtain the specific approval we require,” says Jaco Prinsloo, who is the compliance officer tasked with keeping certifications current.

“Usually some material tests and a manufacturing facility audit by the specific certification authority is needed to get approved and certified, but every certification authority has different procedures and processes we need to follow to be certified,” he says.

The most recent set of re-approvals of certificates were applied for well before the multi-year certificate validity period lapsed.

This is part of the company’s safety and risk-mitigation commitment to the marine industry since these certificates are required if Vesconite stern tubes and rudder bearings are to be fitted to vessels that call for a specifically-certified product.

Having these certifications also supports the mandates of these premium certification bodies whose mission it is to ensure safer products in the marine industry, in line with best practices, regulatory requirements and the latest design techniques.

28 October 2020



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LADAR trials promise enhanced vessel safety

Ladar allows Color Line’s officers to perform safe deviation from the set course, maximizing fuel efficiency without increased risk of grounding, featured in Africa PORTS & SHIPS maritime news
Ladar allows Color Line’s officers to perform safe deviation from the set course, maximizing fuel efficiency without increased risk of grounding

Knowing what lies ahead is essential to safe navigation. Now innovative Ladar technology is being tested onboard operating vessels to help captains to see not only objects on the surface of the water, but underneath.

Ladar is a light-based laser technology anti-collision system that identifies floating objects on or under the surface of the water, including drifting fishing nets, logs, containers and ice, but also plastic and other flotsam.

“We can detect items that lie well ahead, as the ship is sailing,” says Sverre Dokken, founder of Offshore Monitoring, developers of Ladar.

The system was recently put to the test on a Color Line ferry in the seas around Scandinavia, then on a test vessel in the Mediterranean. “Since the beginning of the Ladar system development, we have placed great emphasis on testing the system’s performance in every way possible, not only in controlled environments in the laboratory, but also in real-life settings,” Dokken says.

Sverre Dokken, founder of Offshore Monitoring, developers of Ladar, featured in Africa PORTS & SHIPS maritime news
Sverre Dokken, founder of Offshore Monitoring, developers of Ladar

“We recently had the opportunity to set up the system on board Color Magic and execute a series of tests and benchmarks along the Oslo-Kiel route,” he relates. The team first detected objects on the route sailing from Oslo to Kiel, then ran the same tests on the return leg to verify the identity of objects detected on the first pass. “The test was a success. First we identified a series of objects, and then we were able to verify the findings,” Dokken reports.

Color Line was particularly interested in learning more about the moving sandbanks in Kattegat, the stretch of water between Denmark and Sweden.

“We want to exploit wind and current conditions in order to reduce resistance and lower fuel consumption, and this sometimes involves varying from the pre-determined course,” says Jan-Helge Pile, Technical Manager in Color Line.

By informing the bridge of the real-time status of moving sand banks, Ladar allows Color Line’s officers to perform safe deviation from the set course, maximizing fuel efficiency without increased risk of grounding.

“The Ladar tests on Color Magic are part of Color Line’s ongoing efforts to promote safer, more efficient shipping,” Pile confirms.

Testing steepens learning curve

“We have a theoretical model, but we need to know more about how Ladar can perform,” says Dokken. “These tests gave us an idea of what it could actually do, and how close we could get to the design optimum.”

While many theories were confirmed during the tests, there were some surprises as well, Dokken reports: “The system we tested was better at detecting smaller items than we had anticipated, but not as good on metal objects in still water.”

The reason for this: waves caused by wind increase disturbance in the water around an object, making it easier to detect. “This includes up to storm level winds,” Dokken confirms. “The more activity in the water, the better.”

Even when Ladar identified submerged objects, the crew could not always determine exactly what had been detected. “To address this issue, we re-constructed the test under controlled circumstances on our test vessel in the Mediterranean. We deployed plastic and metal objects for the system to identify. Then we stopped when unknown objects were detected, in order to verify their status and log characteristics to include in the next round of testing.”

While a single Ladar unit was deployed on Color Magic, two were used in the Mediterranean. “With two units operating, we could check results against each other. This added an extra dimension, and we improved results on both metal and plastic objects.” In all, seven days of continuous testing were logged.

The development team is currently using test results to create mockups and further test variables. “We are building a new version of Ladar based on these results,” Dokken confirms. The new version is a multi-spectral unit employing 16 transmitters on 16 wavelengths. The prototype is currently under construction, with a target date end of 2020.

Seeking suitable partners

“Now we are looking for more test partners,” Dokken says. “In particular we would like to enlist the fishing fleet, because we know they need to be able to differentiate between fish and flotsam.”

Also high-speed vessels such as ferries are on Dokken’s wish list. “They tend to pick up more debris due to shallow running depths. The hulls skim the surface and draw debris into cooling systems. This causes delays and equipment damage. High speed vessels also run the risk of hitting objects at speed, causing severe structural damage, so they should be prime candidates to benefit from Ladar technology.”

Ladar has a range of up to one nautical mile and is speed independent. “A longer-range setting gives shallower depth penetration, while shorter range penetrates deeper into the water,” Dokken tells.

According to Dokken, Ladar can also benefit many stakeholders with specific needs relating to understanding the nature of the world under the water’s surface. “For example, environmental organizations need to know where garbage is located in the water, beyond the huge garbage patches.” Garbage is a bigger problem when it washes up on shore, he points out. “Once located, debris is simply easier to collect at sea.”

Dokken extends an open invitation to potential test partners and clients to see Ladar in action for themselves. “We have a dedicated test vessel available in the Mediterranean where we can provide first-hand verification of the capabilities of the system. We are exited to have partners to come aboard and experiment with Ladar, to see how it could work for them.”

14 October 2020


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The 10,000-TEU scrubber-fitted Maersk container ship DALI, slips into Durban harbour earlier in September. Picture: Keith Betts, featured in Africa PORTS & SHIPS maritime news
The 10,000-TEU scrubber-fitted Maersk container ship DALI, slips into Durban harbour earlier in September. Picture: Keith Betts

Trade Report

As part of an ongoing commitment to support greener shipping, Yara Marine has jointly commissioned a report to quantify the climate impact of scrubbers compared to low sulphur fuel oil.

“Well-to-wake, using HFO as fuel in combination with scrubbers generates less CO2 than using compliant fuel,” says Kai Låtun, Director in Yara Marine Technologies.

He notes the report shows that use of compliant fuel could potentially generate as much as 25% increased CO2 emissions (see attached graph from the CE Delft report). “In real life this is probably not the case, but there is no doubt that using compliant fuels, all things considered, will result in three to five times higher CO2 emissions than using HFO as fuel in combination with scrubbers.”

In practice, there are two options for achieving compliance with MARPOL Annex VI Regulation 14. The first is using an exhaust gas cleaning system (EGCS) in combination with fuel oils with sulphur content higher than 0.50% or 0.10%. The second is burning fuel oil with a sulphur content of 0.50% / 0.10% or less.

Both options result in an increase of well-to-wake CO2 emissions. Operating an EGCS requires energy from engines running on fuel oil, thus generating CO2. Emissions associated with manufacturing scrubbers and discharge of washwater during operation are also factors. Desulphurisation in a refinery requires hydrogen, generally produced from methane, requiring energy and emitting CO2 during the process.

The study by CE Delft shows that CO2 emissions associated with using an Exhaust Gas Cleaning System (EGCS) vary between 1.5% and 3% for a representative number of ships. In comparison, use of fuel with 0.5% sulphur content will generate somewhere between 1% and 25% increased CO2 emissions.

Use of compliant fuels with even less sulphur content, such as MGO with 0.1%, will result in even higher CO2 emissions, as they require considerably more energy to produce.

The Delft report quantifies and compares the CO2 footprint of both options, with scrubbers emerging as the overall winner in comparative CO2 emissions.

Jasper Faber, Director aviation and shipping, and manager of the report at CE Delft, says: “This study provides a comprehensive overview of the climate impacts of different options to reduce sulphur emissions. It shows that in many cases, the carbon footprint of using a scrubber is lower than low-sulphur fuels.”

The study, ‘Comparison of CO2 emissions of MARPOL Annex VI compliance options in 2020’ issued by CE Delft, was commissioned by Alfa Laval in cooperation with Yara Marine and Wärtsilä. Find the study by CLICKING HERE

1 October 2020



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Jotun Hullskater at work featured in Africa PORTS & SHIPS maritime news
Jotun Hullskater at work

Jotun has signed the first commercial contract for container vessels with its ground-breaking Jotun Hull Skating Solutions (HSS). The contract was signed with global container shipping and logistics leader MSC, Mediterranean Shipping Company.

MSC, a company committed to investing in decarbonising its operations, will install the Jotun HullSkater, the first robotic technology that has been designed for proactive cleaning, and the specially developed high performance SeaQuantum Skate antifouling as parts of the Hull Skating Solutions, on the 14,000 TEU MSC EVA later this year. The solution will then proactively work to ensure an ‘always clean’ vessel hull, with no biofouling, optimal efficiency, reduced fuel costs and significantly lower CO2 emissions.

Proactive approach

Jotun unveiled HSS to the market in March this year. Designed to help shipowners facing the most severe biofouling challenges, it combines the antifouling and robotic proactive cleaner, housed onboard the chosen vessel, with proactive condition monitoring, high-end technical service, and performance and service level guarantees. Jotun operators control the HullSkater via a 4G connection, conducting cleaning and inspections in line with individual vessel schedules developed through a proprietary algorithm and big data.

It is a unique proactive cleaning solution, delivering unique results. This, as Alberto Genovesi – Marine Global Key Account Manager, Performance Coatings, Jotun – explains, instantly appealed to MSC’s desire to invest in game-changing innovative technology.

Win-win for industry

“MSC is not only a market leader, but it is also leading the way in terms of exploring innovative new solutions to meet the IMO’s goals of decarbonising shipping,” he comments. “We have worked with them as a partner to provide premium anti-fouling coatings to their advanced fleet over many years and knew that HSS would chime with their ambitions to deliver both improved environmental performance and enhanced efficiency and cost control for business stakeholders. HSS is a clear win-win in that respect.”

MSC EVA will install HSS at GWD Guangzhou Shipyard in China later in 2020, at the same time as it undergoes class renewal and scrubber installation. The vessel’s flexible sailing pattern, with exposure to differing water temperatures and environments, leads to its severe biofouling challenge.

Jotun believes that if all ships facing such challenges adopted the HSS proactive approach – cleaning hulls before biofouling takes hold and therefore eliminating associated drag and fuel consumption – maritime CO2 emissions could be reduced by at least 40 million tons per year.

Sustainable vision

“We are acutely aware that the shipping industry needs to adopt innovative solutions to meet ambitious environmental goals,” states Giuseppe Gargiulo, Head of Newbuildings, MSC Mediterranean Shipping Company.

“We believe HSS will help solve the problem of biofouling, equating to strong benefits for the natural world – through reduced emissions and decreased spread of invasive species – and better results for our business, customers and society. This is the embodiment of what we’re looking to achieve at MSC.

“Clean hulls are only one piece of the jigsaw when it comes to delivering a more sustainable shipping industry, but a central piece nonetheless. MSC is committed to exploring and trialing new scalable solutions to minimise overall environmental impact, for both our business and the shipping industry as a whole.”

HSS has been developed over several years and brought to market by Jotun in cooperation with KONGSBERG. Comprehensive testing has been taking place on vessels, in partnership with leading shipowners (such as MSC) and at selected ports worldwide. Common for MSC and all the partners are their global footprint and their focus on development for a sustainable future.

The Jotun HullSkater, which utilises magnetic wheels to cling to vessel hulls, works to remove individual bacteria and biofilm before macro-fouling grows. At such an early stage, fouling can be removed without risk of damage to, or erosion of, coating nor brushes. This not only delivers peak performance, and unlimited idle days for shipowners, but minimises the need for reactive cleaning, cutting costs, environmental risk and optimising fleet flexibility.

10 September 2020



The future HNLMS Karel Doorman combat support vessel for the Royal Netherlands Navy, fatured in Africa PORTS & SHIPS maritime news
The future HNLMS combat support vessel for the Royal Netherlands Navy

GE’s Power Conversion business has signed a contract with Damen Schelde Naval Shipbuilding (DSNS) to deliver an energy management and electric propulsion package intended for the new Royal Netherlands Navy Combat Support Ship (CSS).

GE said its proven electric propulsion technology has been selected for its low noise signature, reliability and commonality with the CSS.

One of the customer’s key concerns is underwater radiated noise, meaning strict noise and vibration levels are imposed on the propulsion systems.

Pulse Width Modulation (PWM) voltage source inverters feed robust, high-torque density induction motors, allowing high-performance through the modern and optimised propulsion system.

GE’s scope of supply includes the main switchboards for the ship distribution system, with two shore connection cubicles, the main electric propulsion system with two shaft lines of 7.9 MW each, as well as the associated power management and remote-control systems. The ship’s Energy Management System, which controls power generation and distribution systems, also supplied by GE, will ensure availability of electrical power in the ship network.

By utilising an existing vessel design, that one of the Joint Support Ship (JSS) already in operation with the Royal Netherlands Navy, GE and DSNS will be able to deliver the ship in June 2024. The CSS will be built by Damen in Romania, after which the ship’s combat management system – amongst others – will be installed in Den Helder, Netherlands. The engineering of the vessel will largely take place in the Netherlands, with a large number of systems and components being delivered by Dutch suppliers.

Once built, the CSS vessel will supplement the existing JSS, HNLMS Karel Doorman. The CSS, with a length of almost 180 metres, will accommodate a 75-person basic crew with capacity for an additional 85 persons on-board.

The CSS vessel has capacity for two helicopters and up to twenty-five containers, and will be able to support longer maritime operations, both nationally and internationally. This increases the effectiveness of both national and combined operations performed by the Royal Netherlands Navy.

“We are proud to be working with DSNS to deliver this vessel to the Royal Netherlands Navy. GE’s proven technology will enable the smooth, quiet running of this dedicated naval vessel.” said Eric Muller, Regional Marine Leader for GE’s Power Conversion business.

About GE’s Power Conversion business

GE’s Power Conversion business applies the science and systems of power conversion to help drive the electric transformation of the world’s energy infrastructure. Designing and delivering advanced motor, drive and control technologies that evolve today’s industrial processes for a cleaner, more productive future, it serves specialised sectors such as energy, marine, industry and all related services. See

9 September 2020


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Daggerboard bearings, featured in Africa PORTS & SHIPS maritime news
Daggerboard bearings

Daggerboards, once used only by the dinghy racing fraternity, are increasingly common in cruising boats.

This is the insight of Travis McGarry, captain of the 66 foot, 22 ton Gunboat catamaran the Slim, an early convert to use Vesconite daggerboard bearings – the bearings which support these retractable daggerboards.

McGarry describes how racing yacht technology is eventually adopted in cruising boats.

Sailing enthusiasts, for instance, became familiar with daggerboards in the America’s Cup, where they were occasionally visible as competitors skimmed over the water at tremendous speeds.

Thereafter, for performance catamarans such as Gunboats, where cruising comfort combines with a racing pedigree, the adoption of foils was a simple decision.

McGarry notes many traditional cruising boats can reach 10 to 15 knots, but a carbon-fibre performance yacht kitted with daggerboard foils, such as the Slim, easily reaches 20 knots and even top speeds of 30 knots (55 km/h).

Where time is valuable, and most people only take a few weeks leave for sailing, a performance cruiser covers longer distances and allows hobbyists to experience more, which is a great advantage.

SLIM sailing featured in Africa PORTS & SHIPS MARITIME NEWS

In addition, a faster cruiser is a safety imperative. It allows sailors to leave behind a storm: they can set out within a day with the knowledge that the next storm, which in most regions follows after at least three days, will not catch up with them.

The application of Vesconite daggerboard bearings has gone hand-in-glove hand with the use of daggerboards in many cruising yachts, just as they have among many in the racing circles.

McGarry, who fashioned his first daggerboard bearings out of Vesconite plates with a 5-axis CNC milling machine, reveals that Vesconite does not swell so the bearings can be machined with very tight clearances.

The wear-resistant material has a low coefficient of friction for easy lowering and retraction of the daggerboards.

In addition, Vesconite is able to withstand high loads, an important feature when all the load of a 22 ton cruiser, hurtling through the sea at 20 to 30 knots, is placed on the two daggerboard bearings.

McGarry notes that last year The Slim replaced its daggerboard bearings after eight years in operation – once again with Vesconite.

“There was zero wear when we replaced them,” he says. The decision to replace was based on a rushed first installation in which the original bearings were noisy and crudely finished by hand.

“The cruiser has only had Vesconite daggerboard bearings and we have had great experiences with them.” He notes the new bearings operate noiselessly and smoothly.

With its new bearings in place, the Slim will be chartered for winter cruising in the Caribbean Virgin Islands, Caribbean Leewards and Caribbean Windwards and for summer cruising in the South Pacific and French Polynesia.

Launched in 2012, this performance cruiser can clear between 150 to 300 miles (250 to 500 km) per day.

Video clip [1:31] How Vesconite Bearings makes polymer daggerboard bearings

What is a Daggerboard?

Wikipedia describes a daggerboard thus: ‘A daggerboard is a retractable centreboard used by various sailing craft. While other types of centreboard may pivot to retract, a daggerboard slides in a casing. The shape of the daggerboard converts the forward motion into a windward lift, countering the leeward push of the sail. The theoretical centre of lateral resistance is on the trailing edge of the daggerboard.’

3 September 2020



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One of VUVI AS's ROVs, featured in Africa PORTS & SHIPS maritime news
One of VUVI AS’s ROVs

The world’s first in-water remote ship surveys using a remotely operated vehicle (ROV) have been completed by leading classification society, DNV GL.

In-water bottom surveys using ROVs have now been carried out on three separate Wilson ASA-managed vessels with the first having been completed on the Wilson Fedje in December 2019 by a surveyor from Høvik.

The latest in-water survey of this kind was performed earlier in July on another ASA Wilson-managed vessel in Bergen, Norway. Elias Triantafyllidis, the remote surveyor, attended the survey from the DNV GL DATE (Direct Access To Experts) hub in Piraeus, Greece.

As with the two previous surveys, it was conducted in collaboration with VUVI AS, a Norwegian inspection company certified by DNV GL to perform underwater inspections for ships and offshore platforms using ROVs.

“We are delighted to have collaborated with VUVI and Wilson ASA to deliver this exciting new approach to remote surveys,” said Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime. “DNV GL has been carrying out remote surveys since 2018, so this service is an extension of a broad suite of remote services that are already available.”

Ørbeck-Nilssen added: “Naturally, the pandemic has pushed us to scale up the intensity of remote service delivery and we are fortunate that our longstanding commitment to digital advancement has meant we are well positioned to respond to the needs of our customers during this difficult time.”

Survey planning and review of hull drawings were completed the day prior to the survey, thereby optimising the degree of survey assurance. During the inspection, the surveyor used VUVI’s sonar technology to scan the vessel’s bottom in order to locate the hull equipment, such as echo sounder sensors; speed log sensors and sea chests, while simultaneously assessing the general condition of the hull.

Seamless connectivity was ensured throughout the survey thanks to the use of a powerful router. The in-water survey was concluded in a similar timeframe to traditional surveys, i.e. two-and-a-half hours, achieving the same level of assurance as an in-person survey. DNV GL’s digital industry platform Veracity was used by VUVI AS, DNV GL and Wilson ASA to ensure secure data transfer when saving and sharing the video stream from the remote survey.

“Working in a modern world, with technologies allowing us carry out a bottom-survey without deviation or off-hire, we are really enabling a huge potential for efficiency and environmentally friendly solutions,” said Thorbjørn Dalsøren, General Director of Wilson Ship Management. “We trust this will be adapted to several more of our operations, taking advantage of digital solutions.”

“VUVI AS has since the company was founded in 2013 focused on in-water survey of vessels as one of the company’s core services,” said VUVI CEO, Frode Rødølen. “We became DNV GL certified to perform in-water inspections in 2017, and re-audited earlier this year. We are proud to have become a trusted partner by DNV GL to perform inspections with our ROV teams, and we are inspired by the fact the we contribute in the shaping of the inspection-services for the future,” continued Mr. Rødølen.

Statutory and class regulations require two bottom surveys of a vessel within a five-year period, with an interval of less than 36 months in between. The certification of VUVI AS was conducted in accordance with Class Programme DNV GL-CP0484 for in-water inspections.

DNV GL has recorded a 33% uplift in the weekly number of remote surveys conducted compared to pre-pandemic levels. In total, DNV GL has now conducted an estimated 17,400 remote surveys worldwide since 2018 with on average 300 remote surveys being carried out every week.


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Ships for the future: e5 Lab illustrations, posted in Africa PORTS & SHIPS maritime news
Ships for the future: e5 Lab illustrations

e5 Lab Inc has begun developing the ROBOSHIP project, the standard models of electrically powered vessels to realize zero emissions. This is together with an integrated system called the ‘ROBOSHIP BOX’, which brings together telecommunications, the Internet of Things (IoT), and software.

Through this initiative, e5 Lab is working to address critical issues facing Japan’s ocean shipping and maritime industries, including a shortage of seafarers, environmental concerns, safety, and the sustainable growth of the shipbuilding/ship machinery sectors.

With strategic partners in Japan and overseas, the development project team targets the commercialisation of electric-powered merchant vessels that adopt world-class propulsion systems at the most competitive price in the global market.

Developing standard models of electric vessels, ROBOSHIP Version 1.0

The team developed two types of electric vessels in the ROBOSHIP Version 1.0, with standard gross tonnage specifications — 499 tons and 749 tons.

They will be able to achieve the same speed and sailing range as vessels currently in service, while achieving zero-emission operation in port, due to the large-capacity storage batteries in combination with a diesel-powered generator.

These vessels will achieve higher energy efficiency than other vessels in service with the e5 Lab partners’ knowledge and experience, as well as the world’s most efficient electric devices (DC grids, PM motors, AI technology).

The ROBOSHIP Version 1.0 can significantly reduce not only the workload of seafarers, but also lower the risk of mechanical problems and decrease maintenance costs, because the motors are powered only by electricity. The team’s current target is to keep construction costs less than 5% above the cost of comparable existing vessels. The ROBOSHIP Version 1.0 is slated for delivery within 2022.

Electric Vessel, DX Accelerate Evolution of Ocean Shipping and Maritime Affairs with ROBOSHIP BOX

e5 Lab, along with the partners, will promote the ROBOSHIP and accelerate maritime digital transformation (DX) by offering the ROBOSHIP BOX as well as the EV powertrain, which is a key technology of the ROBOSHIP, to all interested shipyards and shipowners.

The ROBOSHIP BOX is the foundation that connects the vessel and shore and enables shore-side support using digital technology. The broad application of the ROBOSHIP and ROBOSHIP BOX will realise competitive and value-added vessels from various aspects such as environmental friendliness, economy, quality, and performance, with the goal achieving a transition to electric vessels and digitalisation in the ocean shipping and maritime industries.

e5 Lab and its partners will continue to develop and market the ROBOSHIP, fostering sustainable development in Japan’s ocean shipping and maritime industries and fueling the creation of new values.

Powertrain System on Standard Models of Electrically Powered Vessels ROBOSHIP Version 1.0

Roboship diagram featured in Africa PORTS & SHIPS maritime news

Main Characteristics of Standard Models of ROBOSHIP

Maximise value to shipowners

* Not only solve urgent issues—measures for environmental protection, efficiency of logistics—for shipowners, but also offer cost benefits to shipowners at the same cost as current ships.

Maximise environmental performance/ value

* Can build electric vessels with excellent environmental performance at the same cost as current vessels.
* Measures not only for zero emissions (CO2, Sox, NOx, PM) in ports and harbors, but also comply with full zero emissions by converting to low environmental burden power generators in the future.

Maximize economic value

* Can offer a top-quality, cutting-edge product in which Japan excels, at the largest scale and with price competitiveness, through standardization, which is a general business model in other industries.
* Everyone can leverage cutting-edge technologies by offering them as a package of such as telecommunication, software, IoT, and AI (ROBOSHIP BOX), and this will accelerate innovation.
* e5 Lab will offer an open platform leveraging cutting-edge technologies.

Maximise industrial value

* Offer a new growth engine for Japan’s ocean shipping and maritime industries that face many difficult issues, through standardized, cutting-edge electric vessels and the platform.
e5 Lab will spur innovation in Japan’s ocean shipping and maritime industries, making them growth industries that will drive the nation’s economy, by offering not only technologies and products, but also new value and a new business model.

Maximise future value

* Provide the integrated digital platform “ROBOSHIP BOX,” which packages “offshore high-speed communication,” “ship common OS ‘Marindows’ (tentative name),” “security/AI/robotics,” “automation/remote system,” “onboard IoT infrastructure system,” and “applications” (safety, medical, management) for seafarers/shipowners/ship management companies.
* Create new values and business opportunities by continually updating the vessels and peripheral infrastructure system.

About e5 Lab Inc.

A provider of ocean shipping solutions based on electrification and digitalisation of ocean-going vessels. e5 Lab’s mission is to create sustainable coastal shipping, which is the lifeline of Japan. The company aims to contribute to society through its efforts on safe operation of vessels and global environmental conservation, by combining cutting-edge technologies and ideas to create added value, and solving the issues facing coastal shipping.

YouTube video [3:38]



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Maersk Line contaner vessel at Algeciras, featured in Africa PORTS & SHIPS maritime news

In Q2 2020, A.P. Moller – Maersk improved profitability across all businesses through agile capacity deployment, cost mitigation initiatives and adaption to changed customer needs. The earnings improvement was achieved despite the sharp drop in global volumes following the COVID-19 crisis.

“As expected, the second quarter was materially impacted by COVID-19 and our focus remained on protecting our employees from the virus, serving our customers by keeping our global network of ships sailing and our ports, warehouses and inland transportation networks operating, and helping the societies we are part of fight the virus,” says Søren Skou, CEO of A.P. Moller – Maersk and continues:

“I am pleased that we despite the headwinds, continued our track record of improving earnings and free cash flow. Our operating earnings improved by 25%, marking the eighth consecutive quarter with year-on-year improvements, driven by strong cost performance across all our businesses, lower fuel prices and higher freight rates in Ocean and increased profitability in Logistics & Services.

“With a strong result and a strong balance sheet we are well positioned to financially and strategically come out stronger of the crisis.”

Earnings before interest, tax, depreciation and amortisation (EBITDA) improved to USD 1.7bn, which is higher than the initial expectations in the trading update from June of an EBITDA slightly above USD 1.5bn. The EBITDA margin increased from 14.1% in Q2 last year to 18.9%.

Revenue decreased by 6.5% to USD 9bn, driven by a volume decrease of 16% in Ocean and 14% in gateway terminals. In Ocean, the lower volumes were partly offset by agile capacity deployment of the global network leading to lower costs, together with lower fuel prices and higher freight rates. In Logistics and Services, profitability increased through cost measures, favorable airfreight contribution and the integration of Performance Team, while Terminals & Towage showed their resilience by compensating lower volumes through cost measures.

The continued focus on improving returns showed further results with cash return on invested capital (CROIC), last twelve months improving to 12.5% from 8.9% and ROIC, last twelve months increasing to 4.7% from 1.4% in the previous year.

The net interest-bearing debt was USD 11.6bn compared to USD 11.7bn by the end of 2019, as free cash flow of USD 1.5bn allowed for share buy-back, dividends and acquisitions in the first six months of 2020.

The focus on a strong cost and capital allocation discipline will continue, and more additional cost and structural measures across the business will be taken to offset the negative impact of COVID-19 and fund the next stages of the transformation.

Guidance for 2020

A.P. Moller – Maersk suspended the full-year guidance for 2020 (EBITDA before restructuring and integration costs of around USD 5.5bn) on 20 March 2020 due to the COVID-19 pandemic, given material uncertainties and lack of visibility related to the global demand for container transport and logistics.

Despite the uncertainties related to COVID-19, A.P. Moller – Maersk reinstates its full-year guidance for 2020 and now expects EBITDA to be between USD 6.0bn-7.0bn, before restructuring and integration costs.

The global demand growth for containers is still expected to contract in 2020 due to COVID-19 and for Q3 2020 volumes are expected to progressively recover with a current expectation of a mid-single digit contraction. Organic volume growth in Ocean is expected to be in line with or slightly lower than the average market growth.

The outlook and guidance for 2020 is subject to significant uncertainties related to the COVID-19 pandemic and does not take into consideration a material second lockdown phase. The guidance is also subject to uncertainties related to freight rates, bunker prices and other external factors.

The accumulated guidance on gross capital expenditures excl. acquisitions (CAPEX) for 2020-2021 is still expected to be USD 3.0bn-4.0bn, with steps being taken to reduce CAPEX in 2020. High cash conversion (cash flow from operations compared to EBITDA) is still expected for both years.



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HNCS Harry DeWolf receiving the weater cannon salute. Picture courtesy: Irving Shipbuilding Inc, featured in Africa PORTS & SHIPS maritime news
HNCS Harry DeWolf receiving the weater cannon salute. Picture courtesy: Irving Shipbuilding Inc

The first of six Arctic and Offshore Patrol Ships (AOPS) – HMCS HARRY DeWOLF – has been delivered to the Royal Canadian Navy (RCN).

HMCS Harry DeWolf is the first full-electric power and propulsion ice class patrol vessel for the RCN.

The electric propulsion solution delivers efficiency, redundancy and reduced cost-of-ownership; state of the art automation and machinery controls help to reduce crewing requirements.

GE leveraged proven technologies to deliver a low risk, robust full-electric propulsion system which is ideally suited to long range operations above the Arctic Circle.

The Royal Canadian Navy (RCN) has taken delivery of HMCS Harry DeWolf, its first full-electric power and propulsion ice class patrol vessel with combat package. GE’s Power Conversion business (NYSE:GE) was the designer and provider of the high-voltage electric power system (HV) and electric propulsion drive trains, with specialist capability for operations in multi-year ice, for the Arctic Offshore Patrol Ship (AOPS) Harry DeWolf class of six vessels.

GE’s Integrated Full Electrical Power and Propulsion System (IFEP) for the AOPS vessels includes rugged induction propulsion motors, variable frequency drive converters for propulsion and bow thrusters, engine generators, medium voltage switchboards, distribution and propulsion transformers, bow thruster motor, commissioning, and sea trials support. GE’s Field Service Engineers were present for this exciting program phase, actively supporting each of the sea trial events and providing training for RCN ship personnel, both on-board and dockside. Power Conversion is standing by to provide in-service system support to meet future requirements of the Royal Canadian Navy.

“GE Power Conversion’s dedicated AOPS team developed a close working relationship with the customer, Irving Shipbuilding Inc, maintaining an open line of communication that was instrumental in meeting this key milestone for the Royal Canadian Navy,” said Ron Krivan, AOPS Program Manager for GE Power Conversion. “Our team will carry the same dynamics with Irving Shipbuilding moving forward in support of construction of AOPS 7 and 8 for the Canadian Coast Guard.”

Leveraging proven technologies to deliver a low risk solution

For navies around the globe, power and energy are mission enablers. GE’s electric propulsion solution delivers energy efficiency, reduced cost-of-ownership and system redundancy for enhanced vessel operations in Canada’s Arctic waters.

For the full-electric propulsion system, GE leveraged its proven technologies, building on recent experience in providing power and propulsion solutions for naval ice class vessels for South Africa and Chile, as well as other commercial vessels.

GE’s drive train for each of the two propulsion shafts includes GE’s proven MV7000 variable frequency drive which is used in many vessel types around the world as well as in numerous industrial applications. This large user base ensures ready supply of spares and service support. Each shaft is directly powered by a slow speed induction motor with optimised design for ice operations, including an ability to deliver high intermittent over-torque at zero and low RPM should the propellers encounter heavy ice loads. This feature makes the AOPS propulsion solution highly suitable for a variety of other ice class vessels that could operate in the Arctic and Antarctic.

With 9MW of installed nominal power propulsion power, GE’s Integrated Full Electric Propulsion (IFEP) system comprises all shipboard electrical power generation and propulsion. Offering high over-torque, the electric propulsion system eliminates the need for propulsion reduction gears, an important factor for ships operating in heavy, multi-year ice conditions.

Trusted by world navies

Recognising that navies are demanding more energy amidst space constraints, GE has been developing its full-electric propulsion system for decades. With more than 100 electric and hybrid references with 15 navies globally, GE is the top electric propulsion provider to navies around the world.

Since 2012, GE has been the Original Equipment Manufacturer (OEM) for the AOPS IFEP including system design and manufacture of key equipment as well as support to installation and commissioning at the build yard, Irving Shipbuilding Inc, in Halifax, Canada. Work continues apace as the next three AOPS are already under construction.

About GE’s Power Conversion business

GE’s Power Conversion business applies the science and systems of power conversion to help drive the electric transformation of the world’s energy infrastructure. Designing and delivering advanced motor, drive and control technologies that evolve today’s industrial processes for a cleaner, more productive future, it serves specialized sectors such as energy, marine, industry and all related services.

About GE

GE (NYSE:GE) drives the world forward by tackling its biggest challenges. By combining world-class engineering with software and analytics, GE helps the world work more efficiently, reliably, and safely. For more than 125 years, GE has invented the future of industry, and today it leads new paradigms in additive manufacturing, materials science, and data analytics. GE people are global, diverse and dedicated, operating with the highest integrity and passion to fulfill GE’s mission and deliver for our customers.



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fUGRO REMOTE PLATFORM INSTALLATION, featured in Africa PORTS & SHIPS maritime news

Fugro has delivered the first fully remote inspection of an oil and gas platform in UK waters, 250 km east of Scotland, using a remotely operated vehicle (ROV) and Fugro’s state-of-the art remote operations centre (ROC) in Aberdeen.

In a first for the UK sector, the platform’s entire jacket structure was inspected remotely, demonstrating Fugro’s proficiency in remote operations capabilities.

Fugro originally intended to trial the remote inspection provision during the campaign. However, when only one offshore inspection engineer was able to mobilise to the platform due to Covid-19, inspection engineers based at Fugro’s ROC in Aberdeen stepped in and delivered the whole project remotely to stay on schedule.

The ROV was mobilised with dedicated remote systems for visual inspection, cathodic protection (CP) and flooded member detection (FMD), and all systems were base-checked to confirm communications links with the ROC. Fugro also transacted a COABIS database across the onshore and offshore locations; this allowed the client and ROC personnel to access data acquired by the ROV in near real time.

Karl Daly, Fugro’s Director for IRM services in Europe, said: “This innovative approach allowed for efficient scope delivery and demonstrates to all our clients the opportunities for maximising operational windows whilst reducing offshore HSSE exposure, which is always important but even more so during the current pandemic.”


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A ready-to-fit Vesconite marine bearing, featured in Africa PORTS & SHIPS maritime news
A ready-to-fit marine bearing

While many have historically praised rubber and nitrile rubber marine bearings, Vesconite Bearings, the maker of the no-swell Vesconite Hilube polymer, has seen ship repairers increasingly turn to its product.

Such was the case in June, when one New Zealand repairer, who has traditionally only used rubber bearings, requested Vesconite Hilube for two sailing yachts.

The client requested two propeller shaft bearings for the first, and a single bearing for the second, informs Vesconite Bearings’ Eddie Swanepoel.

Sized for 1¾” and 1½” shafts, they form part of Vesconite’s ready-to-fit range, which includes 170 ready-to-fit-sizes in imperial and metric sizes, he says.

Long-life Vesconite Hilube has several advantages over its rubber counterparts, which typically include a rubber insert with a naval brass or phenolic outer shell.

The first is its price, since typically they are considerably cheaper than rubber bearings.

The second is its lack of noise, since it exhibits no squeal at low speed, a benefit particularly appreciated by trolling fishermen.

Clients have also commented that it lasts longer, with one client reporting that the material has lasted five years longer and another reporting a ten-year longer life.

In addition, many are favourably impressed by Vesconite’s ease of installation and removal. This is because, while rubber bearings may need to have their brass outer shells cut and bent inwards to remove them, Vesconite Hilube can be easily removed with a bearing puller.

“Removing a rubber bearing with a brass shell can take two hours to half a day,” comments Swanepoel.

“Most repairers are set up to do this, but enjoy the time saving and the ease of using Vesconite Hilube,” he says.

Video clip of Vesconite Bearings [1:22]

For further details, contact:
Eddie Swanepoel



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– Yara Marine tackles the great upheaval

Yara Marine scrubbing unit, featured in Africa PORTS & SHIPS maritime news
Yara Marine scrubbing unit

2020 will go down in history as the year that changed everything for many industries, not least the marine exhaust gas cleaning segment. “The coronavirus turned our world upside down virtually overnight,” confirms Ina Reksten, Yara Marine Technologies COO. Driven by the impending IMO 2020 sulphur cap, the scrubber market was in the middle of a historic boom when Reksten joined Yara Marine from parent company Yara International a couple of years ago.

“In 2019 we had a huge ramp-up to deliver on orders,” she says. Not unexpectedly, stakeholders stepped back toward the end of 2019 to see how regulations were going to be enforced and get a feel for fuel availability and price. Once the situation became clear, they would adjust their plans and proceed with the next steps toward emissions abatement.

That scenario never played out…..

“We never got the chance to see how things would have developed before the coronavirus crisis hit. Those that had invested in scrubber technology were happy, but Covid-19 has overshadowed everything since,” Reksten confirms. “It hit our core customers, so it has hit us.”

“We had high hopes for the scrubber market in 2020, but Covid-19 changed all that,” says Shyam Thapa, Yara Marine Innovation Manager. “Travel and distancing restrictions made it difficult to do business, and the resulting fall in oil prices weakened the scrubber case substantially.”

Crisis accelerates change

Even before the crisis, though, Reksten tells that Yara Marine was planning to expand beyond scrubbers. “We had adopted a new mission, to provide technologies to enable a greener maritime industry. The focus is on what we call ‘close to core’ technologies, in the intersection between green and maritime.” Now that mission has become top priority.

“We believe the industry needs companies who can provide a scope of technologies outside the traditional maritime sphere,” she relates. Having access to adjacent technologies is key to the mission: “Yara Marine does not have a big technical overlap with our parent company Yara International, but there are still substantial synergies. They have a clear environmental profile, and they are a strong advocate for applying innovative technology in traditional business areas.”

Digitalisation is an important part of the plan, she says. “We can use digital technology to help our customers meet environmental requirements. We have access to large amounts of data, but what can we do with it? This is a challenge for us just like for everybody else, but we have a parent company that has made great progress in exploiting data to protect the environment.”

IMO 2020 still a driving force

“Regulations will definitely still have an impact into the future, but it has become more difficult to see to what extent,” Reksten observes. Additional factors in the overall picture include the open vs. closed loop scrubber debate, public sentiment, and disparate port restrictions. “All these will affect our product directly. A lot depends on how customers look at the investment in scrubbers, but increased requirements for reporting and monitoring will drive their decisions.”

Thapa notes that Yara Marine delivers mostly open loop scrubbers, though they offer both hybrid and closed loop. “But right now we have only inline scrubbers, and bypass technologies make up 30 percent of today’s market, so we plan to introduce U-type products in the near future,” he tells. “We are also working on a closed loop upgrade option if customers want. Interest is down right now for hybrid or closed-loop solutions, but it might pick up again, depending on oil price development.”

Reksten believes that CO2 emission goals will trigger future discussions as well. “Everybody is working on how to resolve this critical issue,” she says, with engine types, alternative fuels, and exhaust cleaning all figuring into the picture. “We will need to use many solutions to start with. This may evolve into fewer systems that will gain traction over time, but shipping is a fragmented industry, not least with a lot of partnerships. We will have to see how this trend plays out.”

Shyam Thapa concurs: “In order to help customers meet the IMO’s target of 30 percent reduction in CO2 emissions by 2030, we are looking into other optimisers, like fuel efficiency. We are also exploring technology to enable the use of ammonia as fuel. Ammonia is one of Yara International’s biggest products, and they have vast experience to share from virtually the entire value chain.”

He reports that the technologies behind digital ports are also of interest. Energy efficiency, including heat recovery from scrubber water, is another promising field. “There are many companies in the Yara Group, and we are looking into all likely scenarios for exploiting synergies,” he says. “The most important thing for us now is to concentrate on helping the maritime industry to reach its zero emissions goal.”

Lessons learned: embracing change

“The main challenge with the coronavirus pandemic was travel restriction,” Reksten says.

“Our people were simply not able to do their job.” She emphasises the difficulty of predicting the longer-term effects of the restrictions, though one of these will likely be the level of preparedness in the industry. “There will be other pandemics, but even for the duration of Covid-19 we want to be sure that we have a strong global footprint with regional hubs for service personnel and engineers. Our hub in Shanghai was critical during this crisis, and we will build on that experience.”
Looking forward, Reksten says Yara Marine will continue to cultivate new opportunities as they arise, but acknowledges that the transition will not happen overnight. “We will continue to grow our core business, but over time we expect our company will look quite different than today.”

“In 2019 we were working 100 percent on just scrubbers,” says Thapa. “Now we can put our minds to other tasks, and invest more in R&D. We are expanding to realise the mission of helping to achieve a greener maritime industry. This means using our knowledge to grow into other areas. We are planning for future generations, and that includes more than scrubbers.”

Ina Reksten confirms this goal: “The focus now is on putting our new mission into action. There is still a significant scrubber market out there, but we want to serve customers on a broader basis. There are so many really good opportunities in green tech for the maritime industry that we want to take advantage of. Our technological development and our future as a company both tie into this strategy.”

Yara Marine Technologies AS can be contacted at:
Mobile: +47 47955454


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ClassNK banner in Africa PORTS & SHIPS maritime news

Tokyo – Classification Society ClassNK has released its “Guidelines for Designing Cyber Security Onboard Ships” (Second Edition) for newbuilding designs targeting shipyards and ship-building owners

In the second edition of the “Guidelines for Designing Cyber Security Onboard Ships”, the control measures and the framework to implement such measures were updated to incorporate the international cyber security standards for industrial control systems IEC 62443 series and the latest recommendation on cyber resilience for new ships (Rec. No. 166) published by the International Association of Classification Societies (IACS) in May 2020.

In addition, they introduced requirements for adding class notations to classification codes related to cyber security.

Based on the ClassNK Cyber Security Approach which outlines the Society’s basic approach to ensuring onboard cyber security for ships, the guidelines are a compilation of current best practices for newbuilding designs by shipyards and shipbuilding owners from the perspective of identifying computer systems that should be protected from cyber incidents and of building networks to protect them.

ClassNK will carry out cyber security verification during the design and construction stage of newbuildings based on the guidelines and issue a class notation to compliant ships in response to applications for registration inspection during manufacturing by shipyards.

The guidelines are available to download free of charge via ClassNK’s website for those who have registered for the ClassNK “My Page” service. To register for the “My Page” service, go to the ClassNK website and click on the “My Page Login” button.



SCG Longdijk. Picture: Flying Focus, featured in Africa PORTS & SHIPS maritime news
SCG Longdijk. Picture: Flying Focus

Means fast global 4G-LTE internet connection for crews

Shipping Company Groningen (SCG) has contracted offshore internet services provider Castor Marine to install its Global 4G Connectivity package on all 30 of its vessels. With this, the coasters will have a fast, global 4G-LTE internet connection for its crews.

On its fleet, SCG offers its personnel a Crew Welfare Zone with free internet within the 12-mile (4G) zone. To realise this, SCG wanted a plug&play, cost-efficient system that is always operational and doesn’t interfere with the crew’s activities.

The management team at Castor Marine Networks, featured in Africa PORTS & SHIPS Trade News
The management team at Castor Marine Networks

Seamless internet connection

To make this happen, a seamless transition between 4G and the Inmarsat Fleetbroadband (or Iridium Open Port L-Band satellite connection) outside that zone was needed. Castor Marine’s 4G Connectivity Package (incl. dedicated software installed on the Peplink routers) ensures a seamless failover of connectivity between the 4G and satellite connection. Hence, the crew doesn’t notice the transition and simply can get on with their work. Furthermore, the connection allows for real-time data insights from any device.

When Clemens Ros and Marc van Gemert from SCG’s IT department wanted advice about a 4G service for its crew, Castor Marine came up with a hybrid connectivity solution switching between 4G LTE and L-band.

Marc van Gemert, IT Manager at SCG, says: “We chose Castor Marine because of the pleasant cooperation, correct pricing and their responsive way of working which ensures that the technical solution we were looking for was customised to our fleet. Actually, some of our captains have already reported that they had 4G connectivity at 45 nautical miles from the coast. We are looking forward to see the system installed and then be able to forget about it!”

Things have to work…

Raymon Lubbers, sales director at Castor Marine says: “With our system, you’ll never have to check if an internet connection is still running when it shouldn’t. The services and equipment we deliver have to work, always. Both as crewmember and in the office, you don’t notice these things until it doesn’t work. We strive, on every vessel, to never reach that point. That is why we have tested and certified the 4G solution extensively. It is also the reason our Support Network Operating Centre is on call 24/7.”

User control

For those who are more technically inclined: no matter where the vessel is or with which network it is connected, the software ensures that a VPN tunnel continues to exist even when the IP addresses change when the vessel connects to another network.

With a mix of, amongst others, user rights, firewalls, SD-WAN and real-time monitoring tools for each individual data stream and access point, the user is in control.

For further information please contact
Raymon Lubbers (Sales Director)
+31 (0) 88 646 0100
+31 (0) 6 2000 7158 


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The Peking restoration marks one of the most prestigious projects for Nippon Paint Marine, which coated all internal and external areas of the historic barque, Picture Flickr, featured in Africa PORTS & SHIPS maritime news
The Peking restoration marks one of the most prestigious projects for Nippon Paint Marine, which coated all internal and external areas of the historic barque. Picture Flickr

Nippon Paint Marine has completed the extensive re-coating of the four-masted, steel-hulled PEKING, the 1911-built cargo ship which is coming to the end of a €32 million, three-year restoration project at Peters Werft GmbH, on the River Elbe, at Wewelsfleth, Germany.

The 115.5m long, full-rigged barque, one of the legendary Flying-P cargo sailing ships built by Blohm+Voss for the F.Laiesz shipping company, is scheduled to leave Peters Werft in August.

Commenting on the project, Olaf Riecken, Nippon Paint Marine, said: “This is a highly prestigious project; one of the most exciting projects I have ever been involved in. It was also one of the most challenging, as the original steel structure had to be kept wherever possible

“This meant we had to assess the compatibility of our coatings with a steel manufactured more than 100 years ago and which used ferrous alloys that are no longer in common use.”

A further challenge was that since the vessel would not be trading, operating only as a stationary structure, a hull coating with a 25-year lifetime and capable of providing three-year overcoating intervals was required. So as to avoid environmental impact at the future berth, the use of an antifouling paint was not permitted, adding to the project’s complexity.

It was agreed that Nippon Paint Marine’s NEOGUARD 100 GF, a durable, high-solid glass flake epoxy, would be the most suitable coating for the underwater areas of the hull. This was applied in two-coats to provide a total film thickness 350µm.

Olaf Toebke, Director, Nippon Paint Marine (Europe), said: “This system was selected because it provides long-term protection with high impact and abrasion resistance. However, the underwater areas had to be completely primed, protected and coated at an early stage of the restoration project to allow the temporary re-floating of the vessel.

“This meant that, prior to application, the hull’s internal and external areas had to be grit blasted to Sa 2 grade to achieve a clean but porous surface, which was not so straightforward given the lower third of hull was filled with concrete ballast.”

Blasting, carried out with the entire ship under canvass to safeguard against any environmental pollution, was also necessary to remove any hazardous materials in older coatings. Special attention also had to be paid to the riveted areas and overlaps.

Once blasted, Nippon’s Uniprotector, a corrosion-resistant two coat epoxy primer pigmented with aluminium, was applied to improve penetration capability and to extend the maximum overcoating interval by an additional 6 months.

The original rivets and plank overlaps, which were to remain as visible as possible, benefitted from an additional stripe-coat of EPOBARR, a solvent-free, fibre-containing epoxy filler, prior to the application of the NEOGUARD topcoat.

Two 150µm coats of company’s E-MARINE A/C were then applied to the Peking’s topsides, decks and rigs/masts, to provide an unlimited maximum overcoating intervals before Nippon’s U-MARINE Finish was applied in a semi-gloss shade.

When the vessel drydocked in 2017, after transportation from New York to the Elbe aboard the Combi Dock III, the vessel was so dilapidated that its condition shocked the team at Peters Werft. It was the most run-down vessel the yard had ever seen.

Peking after restoration, featured in Africa PORTS & SHIPS Trade News
Peking after restoration

Niklas Pfaff, Project Manager, Peters Werft GmbH, said: “We must admit that we were shocked at the condition of the vessel when it came to the yard, but we are immensely proud to have been selected to work on this historically important vessel.

“Our task was to carry out the restoration, but not make her seaworthy again. We worked in close cooperation with our contractors and the vessel’s owner, and learned a lot about the beauty of this historic freight carrying sail ship. We made it our task to keep the original structure where possible, and to make it visible, where possible.

“We are very impressed how Nippon Paint Marine contributed to finding practical ways to match the special coatings requirements and working procedures of this ambitious project.”

Pfaff singled out the high-performance and longevity of Nippon’s underwater glass flake coating and the EPOBARR product, which were ideal for such a historic vessel.

In addition to the extensive paint job, Peters Werft restored the original hull form and was able to retain most of the riveted steel plates using contemporary welding and modern ship repair techniques. All decks, compartments and interiors have been restored. Masts and rigging had to be partly restored and renewed.

Commenting on the success of the project, Olaf Toebke paid tribute to all those involved. “We are privileged to have been involved in this fascinating project, the success of which is testament to the open co-operation, communication and professionalism of all those involved, including engineering contractors Technolog Services GmbH, and Detlev Löll Ingenieurbüro, shipowner Stiftung Maritim Hamburg, and the shipyard.”

When restoration works are complete, Peking will berth in the Hansahafen opposite to the new opera house Elbphilharmonie to undergo final preparations before the move to her final place where she will operate as the museum ship of the future German Harbour Museum.

Peking shortly before leaving New York for restoration in Germany, featured in Africa PORTS & SHIPS Trade News
Peking shortly before restoration 

Facts About Peking

Peking, the second fully-rigged cargo ship in F Laeisz Shipping’s series of famed Flying P-Liners, was delivered from Hamburg’s Blohm+Voss shipyard in 1911, taking up duties shipping nitrate and saltpetre to Europe from Chile by way of Cape Horn – a transit she managed some 34 times.

After the Great War, she was handed over to Italy as part or war reparations but sold back to F Laeisz in 1923 and resumed service until 1932 when the Great Depression resulted in her sale to a British charity and became a training ship, registered as Arethusa II. After being STUFT (Ship Taken Up From Trade) in the 1940s, she carried out active service as a stationary troop ship (HMS Peking).

She was paid-off in 1974 and, under her original name, became a museum ship in New York, where she remained for 40 years.

In 2012, tired, old and less than seaworthy, the ageing lady was becoming high maintenance. She was sold back to Germany for a nominal $100. It was, however, not until 2017 that she made her final voyage across the Atlantic, atop the heavy lift ship Combi Dock III, to dock down at Peters Weft in Wewelsfleth, where she began her makeover.

The restoration project is scheduled for completion in August, when this 109-year-old grand dame of the seas will become the museum ship of the future German Harbour Museum, in Hamburg.


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Cable layer Etisalat, featured in Africa PORTS & SHIPS Trade News
Cable layer Etisalat

A quick response was a vital factor in winning an order to supply an Evac Evolution ballast water management system (BWMS) for a cable laying vessel based in the United Arab Emirates.

The system will be installed on Cable Ship ETISALAT which is operated by E-Marine PJSC, the specialists in telecommunications submarine cable installation, repair and maintenance who have headquarters in Dubai.

“When E-Marine contacted us, they said it was essential that the system was delivered to Dubai within four weeks so that it could be installed when the vessel was in drydock,” said Stevenson Varghese, Managing Director of Cathelco Middle East, who won the contract.

The Evac Evolution system is produced and developed by Cathelco who have been part of the Evac Group since 2018.

Technical proposals were submitted to the customer and approved within a matter of days, enabling the assembly of equipment and delivery to proceed at record speed.

The Cable Ship Etisalat, a 2,221-gt cable laying vessel built in 1990, is being supplied with an Evac Evolution mini-system with the capacity to treat ballast water at up to 55m3/h.

Evac Evolution ballast water system as installed in the cable laying ship Etisalat, featured in Africa PORTS & SHIPS Trade News
Evac Evolution ballast water system as installed in the cable laying ship Etisalat

Based on a combination of filtration and UV technology, the system gained IMO and U.S. Coast Guard Type Approval in 2019, opening the way to worldwide sales.

When the U.S. Coast Guard issued the Type Approval certificate for the system, it was the first to show UV transmission (as opposed to UV intensity) as a real measurement of water quality.

“UV transmission data for ports around the world is readily available”, said Carlo Soddu, Country Manager, who has supervised the contract. “Therefore, ours was the first BWMS to allow owners to make an informed decision about choosing a suitable system for the areas where the vessel is sailing,” he added.

The system is being supplied in modular form, enabling individual components to be distributed around the engine room to make best use of available space. With this in mind, the UV reactors and filters in the Evac Evolution mini-series have been reduced in size without any compromise in performance.

Another important point is that the Evac Evolution system is completely chemical-free. This means that the potential hazards and safety implications of dealing with chemicals are completely eliminated, together with the cost of replenishment.

The Evac Evolution incorporates a unique feedback ‘loop’ based on the measurement of UV transmission which determines the precise dosage. It automatically adjusts to different seawater qualities in harbours and estuaries ensuring that the optimum UV dosage is applied at all times, but saves on power during normal running.

Effective in fresh, brackish and seawater, the system is available in capacities from 34m3/h to 1,500m3/h in a single unit.

The Evac Evolution system has been fitted on vessels including cruise ships, container vessels, research ships, offshore supply vessels and cable laying craft where its small footprint and potential for flexible installation have proved to be important assets.


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Water Witch clears pollution with electric clean-up boats

Water Witch pollution control workboat, featured in Africa PORTS & SHIPS maritime news

Torqeedo-powered vessels provide efficient, emission-free solution to remove plastics and debris in waterways and harbours

Water Witch has been building specialised clean-up boats for over 50 years, with some 200 debris and trash retrieval workboats deployed in harbours and waterways around the world. More than just an eyesore, it’s estimated that 300 million tons of plastic have entered the water since the 1940s, harming marine life and damaging ecosystems on which humans rely. Harbours are often the last opportunity to intercept plastic before it enters the ocean, where it is much more difficult to remove.

The Liverpool-based boatbuilder has announced that Torqeedo electric power is now offered as a replacement for the standard four-cycle outboards on its whole range of Versi-Cat litter collection craft and pontoon workboats.

“This is a clean, green, safe, zero-emission solution with long life, low maintenance and minimal operating costs,” said Water Witch director Jackie Caddick.

The Torqeedo propulsion package consists of a Cruise 10.0 outboard with two Power 48 intelligent lithium-ion batteries weighing just 36 kg each. A cockpit control panel gives the operator a view of system status, including range at current speed. The system delivers six to eight hours of service between charges.

The response from customers, according to the company, has been overwhelmingly positive.

“From high-end marinas to commercial harbours and even hydro-electric dams, the environmental benefits of a completely zero-emission solution have really sparked interest,” said Caddick. “In fact, many of our owners are also enquiring about converting their existing vessels to an all-electric drive. Retrofitting is very easy, basically just a straight swap. It’s a very cost-efficient option, and backed by the support of Torqeedo’s extensive worldwide warranty and after-sales support.”

This year, Water Witch is introducing a new, larger 8.0-metre boat to its Versi-Cat series with Torqeedo electric power as standard fit. The new model has a more traditional hull shape, which is designed to improve transit speeds to 10-11 knots using the same propulsion and provide better seaworthiness for operating in coastal waters. The new design also offers a more varied range of functions, including oil spill response.

“We have been impressed with the reliability and advanced technology of the latest Torqeedo electric mobility range,” Caddick said. “We are passionate about the environment, and we see this technology as a critical step towards being carbon-neutral in our efforts to keep plastic pollution from entering our oceans and landing on our beaches.”

“The main advantage of working with Torqeedo is, as a builder and vessel designer, we benefit from the engineering and technological developments put into the products, their highly efficient performance and reliability, and most importantly a cost-effective option for electric drive,” she added. “And the support available for professional installers is very impressive.”

Caddick believes that electric mobility will be the wave of the future for their specialised vessels.

“Clients are increasingly looking towards green technology to support their water and waste management services, reduce their dependence on fossil fuels and create a better environment for their own stakeholders.
We believe our fully electric solutions meet all these goals.”

He said it just makes good sense that a boat working to clean up pollution should not add to the problem by causing pollution in the water or through emissions.



VLGC BW Leo. Picture courtesy BW LPG, featured in Africa PORTS & SHIPS maritime news
VLGC BW Leo. Picture courtesy BW LPG

Milestone for first LPG conversion with Isle of Man design acceptance

Hamburg: BW LPG, the Isle of Man Ship Registry, Wärtsilä Gas Solutions, MAN Energy Solutions, and DNV GL, the world’s leading classification society, celebrated the first flag acceptance of a conversion to LPG as fuel for a VLGC.

With the successful acceptance BW LPG will begin the conversion of 12 vessels to dual fuel LPG engines. The conversions will be the first of a VLGC to run on LPG. After the conversion the vessels will also receive the newly developed DNV GL class notation “GF LPG”.

BW LPG first announced the project to convert some of the LPG carriers to a LPG fuelled propulsion system in August 2018. The flag state acceptance of the design by the Isle of Man means that the project has been demonstrated to have an equivalent level of safety to methane as a ship fuel under the IGC Code 2016.

“We are very pleased that BW LPG has recognised our expertise in this field and chosen DNV GL as the classification partner for this project,” said Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime.

“This acceptance is the result of all of the partners bringing their exceptional competence and experience to come up with a safe and feasible solution for this innovative project. In addition, the knowledge we have gained from working on the project has resulted in us being able to release a new dedicated LPG notation, which we hope will spur the further interest and uptake of LPG as a ship fuel.”

Anders Onarheim, CEO of BW LPG said the Board and Management at BW LPG continue to emphasise a deep corporate commitment to sustainable development. “For us, as the world’s largest owner and operator of VLGCs, this means that we invest significant resources and expertise to pioneer technology that can be used to push our industry towards decarbonisation without the need for dedicated newbuilding orders. We thank our industry partners who have worked in close collaboration with us to ensure that this pioneering technology is safe and reliable for implementation.”

Cameron Mitchell, Director, Isle of Man Ship Registry said that in the age of constant change, technological advances and forward thinking the Isle of Man Ship Registry and the Ship Registry’s global client base of ship owners and operators, are very keen to put their collective experience to good use, working collaboratively and embracing innovation within the maritime industry.

“The safety of seafarers, ships and the environment are key objectives of the Ship Registry and being closely involved in the conceptual challenges presented, helps us to assess and ultimately achieve those objectives,” he said.

“We are proud to have our team confirm first flag acceptance of a VLGC LPG conversion, and thankful to all stakeholders for their co-operation throughout the project.”

The vessels will be fitted with two additional LPG cargo/fuel deck tanks in cargo area, so as not to compromise the cargo capacity onboard and a high-pressure liquid fuel system for the modified MAN Energy Solutions two stroke engines.

Using LPG as a ship fuel results in substantial lower emissions to air, virtually eliminating sulphur emissions, and dramatically reducing particulate matter and black carbon emissions. Used with a two-stroke engine, LPG can also significantly cut NOx emissions and reduce greenhouse gas emissions.

Retrofitting has the added benefit of extending the lifespan of the vessel, significantly reducing the overall carbon footprint compared to a newbuilding.

BW LPG plans to begin the conversions of the first two vessels, BW LEO and BW GEMENI, this summer with completion scheduled for late summer 2020. The other vessels are targeted for conversion at their next drydocking period.



Sectional view of the electric Voith Schneider Propeller, Featured in Africa PORTS & SHIPS maritime news
Sectional view of the electric Voith Schneider Propeller

Impressing with its resource-saving operation and minimal noise emission

* Voith continues to advance the electrification of its drive technologies and offers all-electric marine propulsion
* The integrated electric motor enables an even more environmentally friendly and resource-saving operation

With the new electric Voith Schneider Propeller (eVSP), Voith is pushing ahead with the continuous electrification of its proven drive technologies, thus meeting the growing demand for resource-saving and energy-efficient mobility as well as future-oriented mobility concepts.

Among the advantages of the new eVSP are high efficiency and the reduction of complexity, since the permanent-magnet synchronous motor is already integrated in the propeller.

The complete omission of gears reduces noise to a minimum and frees up critical space on the ship.

The drive system combines the technology of the VSP with over a decade of electrical know-how of the Voith Inline Thruster (VIT). “With the electric Voith Schneider Propeller, we are making an important contribution to the electrification of the driveline in marine applications and thus to even more resource-saving shipping,” says Dr. Dirk Juergens, Vice President of Research & Development for Marine Applications at Voith.

“The new eVSP was developed for this purpose for all applications involved in the mobility revolution, such as offshore supply vessels, tugs and ferries.” In addition, the eVSP offers ship operators future security through a high degree of flexibility in the choice of power generation (energy source) as well as low maintenance requirements thanks to its robust design. The follow-up costs in operation and maintenance are thus significantly reduced.

Further developed functional principle The new eVSP uses a permanent-magnet synchronous motor as its main drive, which is fully integrated into the VSP and significantly reduces the required oil volume. In addition, no gears or transmissions are required, enabling stepless operation and virtually loss-free conversion of the electrical drive power with dynamic response characteristics. Furthermore, the eVSP impresses with its low weight and can be mounted without any shaft train restrictions.

The eVSP offers the same advantages as a conventional Voith Schneider Propeller. The core principle of the VSP, the combination of drive and control in one unit, has been continuously developed and perfected over the last 90 years. Ships with VSP designed for offshore wind have been proven to precisely maintain the set position even at wave heights of up to 4.5 meters. The VSP is also the only propeller in the world that can significantly reduce the rolling motion of ships and thus significantly increase comfort and safety on board.

About the Voith Group

The Voith Group is a global technology company. With its broad portfolio of systems, products, services and digital applications, Voith sets standards in the markets of energy, oil & gas, paper, raw materials and transport & automotive. Founded in 1867, the company today has more than 19,000 employees, sales of € 4.3 billion and locations in over 60 countries worldwide and is thus one of the larger family-owned companies in Europe.

The Group Division Voith Turbo is part of the Voith Group and a specialist for intelligent drive technology, systems as well as tailor-made services. With its innovative and smart products, Voith offers highest efficiency and reliability. Customers from highly diverse industries such as oil and gas, energy, mining and mechanical engineering, ship technology, rail and commercial vehicles rely on the advanced technologies and digital applications of Voith.


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Steven Pieters, Sales Director Exhaust Gas Cleaning at Alfa Laval, featured in Africa PORTS & SHIPS maritime news
Steven Pieters, Sales Director Exhaust Gas Cleaning at Alfa Laval

For smaller vessels like handymax bulkers or product tankers, the cost of installing a scrubber for SOx compliance has sometimes outweighed the benefits. Now Alfa Laval PureSOx Express makes it simple for these vessels to continue using HFO and comply with SOx regulations.

The new PureSOx Express is an open-loop PureSOx system, but one delivered as a fully enclosed module. Adapted for a simple and cost-efficient fit on smaller vessels, it reduces the investment cost, engineering time and physical work of installing a SOx scrubber.

PureSOx Express uses the proven PureSOx technology that’s already used on hundreds of vessels,” says Steven Pieters, Sales Director, Exhaust Gas Cleaning. “But it can be lifted on board and connected without a specialised scrubber team, which means less work at the shipyard and an installation time of just 10–14 days. Not only is the initial investment lower, the vessel can return more quickly to its money-making operations.”

Easy and flexible choice for many vessels

Alfa Laval’s new PureSOx Express, featured in Africa PORTS & SHIPS maritime news
Alfa Laval’s new PureSOx Express

Prefabricated and preconfigured, PureSOx Express is designed for up to 75 tonnes of exhaust gas per hour and engine power up to 10 MW. This makes it a one-size-fits-all solution for many vessels of 40,000–65,000 DWT, which typically include bulkers and product tankers.

As an open-loop system, PureSOx Express is economical in complying with today’s regulations. But the scrubber is also hybrid-ready, with connections present for a later conversion to a hybrid system. This makes the module as future-proof as it is cost-efficient.

“Customers who hesitate to commit to a hybrid can feel comfortable choosing PureSOx Express,” says Pieters. “PureSOx Express offers flexibility to add equipment for closed-loop operation down the road, should they need to meet stricter water discharge regulations.”

Full benefits of leading technology and service

While PureSOx Express is easy to install and work with, it cuts no corners when it comes to reliability, function or service. In addition to a packed scrubber bed, it features an effective water trap that ensures safety by preventing any backflow to the engine. Steered with Alfa Laval Touch Control in the same way as other PureSOx systems, it offers the same ease of use and connectivity options. Perhaps most importantly, it builds on over 10 years of scrubber installations and operating experience at sea.

“Since the first PureSOx system sailed in 2009, we’ve optimised our offering by learning from each installation,” says Pieters. “All that knowledge has also gone into PureSOx Express. No matter which type of PureSOx system they install, customers can count on efficient compliance, supported by Alfa Laval’s global network and a comprehensive portfolio of scrubber services – including data-driven services through PureSOx Connect. PureSOx Express is yet another way of keeping our customers ahead.”

Before leaving this report, watch this short [1:55] video clip


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Type 31 frigate: Each new Type 31 frigate of the Royal Navy will be powered by four MTU 20V 8000 M71 engines, each delivering over 8,000 kW. Picture: Rolls-Royce Power Systems AG, featured in Africa PORTS & SHIPS maritime news
Type 31 frigate: Each new Type 31 frigate of the Royal Navy will be powered by four MTU 20V 8000 M71 engines, each delivering over 8,000 kW. Picture: Rolls-Royce Power Systems AG

Rolls-Royce is to supply complete MTU propulsion systems for five new Type 31 general-purpose frigates for the Royal Navy, it has been announced.

In total, the order comprises of 40 engines and generator sets to be used for main propulsion and on-board power generation, the MTU Callosum propulsion control and monitoring system, and Integrated Logistics Support (ILS).

Each new frigate will be powered by four MTU 20V 8000 M71 engines, each delivering over 8,000 kW.

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On-board power will be provided on each vessel by four MTU generator sets based on 16V 2000 M41B units, each delivering in excess of 900 kW.

MTU 20V 8000 M71: Rolls-Royce is to supply complete MTU propulsion systems for five new Type 31 general-purpose frigates for the Royal Navy. In total, the order comprises of 40 engines and generator sets to be used for main propulsion and on-board power generation, the MTU Callosum propulsion control and monitoring system, and Integrated Logistics Support (ILS). Picture: Rolls-Royce Power Systems AG, featured in Africa PORTS & SHIPS maritime news
MTU 20V 8000 M71: Rolls-Royce is to supply complete MTU propulsion systems for five new Type 31 general-purpose frigates for the Royal Navy. In total, the order comprises of 40 engines and generator sets to be used for main propulsion and on-board power generation, the MTU Callosum propulsion control and monitoring system, and Integrated Logistics Support (ILS). Picture: Rolls-Royce Power Systems AG

In September 2021, Rolls-Royce will deliver the first shipset comprising four main propulsion engines and four generator sets to prime contractor Babcock International Group. Integrated Logistics Support for propulsion and onboard power systems will ensure efficient and cost-effective maintenance throughout their entire service life.

It is expected that the MTU Callosum propulsion control and monitoring system will be officially added to the supply contract very shortly.

“We’re delighted to welcome Rolls-Royce with its MTU solutions as a supplier to our Type 31 Programme. Its engines and on-board generator sets are already proving their mettle in numerous comparable vessels worldwide,” said Sean Donaldson, Managing Director for Energy & Marine at Babcock International.

“We’re very proud of the fact that Babcock International Group has opted for MTU propulsion and on-board power solutions on this highly significant project,” said Knut Müller, Vice President Marine & Defense at Rolls-Royce business unit Power Systems. “MTU products now feature in almost all current and future projects of the Royal Navy. That is impressive proof of the trust our British partners place in us and of the reliability and flexibility of our products.”

The Royal Navy relies on Rolls-Royce propulsion solutions across its surface and submarine fleets. MTU Series 2000, 4000 and 8000 units will feature in future in most Royal Navy warships – in destroyers (Type 45), all frigate classes (Type 23, 26, 31) and submarines (Astute class).


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TRADE NEWS: Autonomous drone inspections move step closer after successful test

News from Norway is that a drone has successfully inspected a 19.4 metre high oil tank on board a Floating Production, Storage and Offloading (FPSO) vessel.

The video shot by the drone was interpreted in real-time by an algorithm to detect cracks in the structure. It is the latest step in a technology qualification process that could lead to tank inspections becoming safer and more efficient.

Scout Drone Inspection and DNV GL, the quality assurance and risk management company, have been working together to develop an autonomous drone system to overcome the common challenges of tank inspections. For the customer, costs can run into hundreds of thousands of dollars as the tank is taken out of service for days to ventilate and construct scaffolding.

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The tanks are also tough work environments, with surveyors often having to climb or raft into hard to reach corners. Using a drone in combination with an algorithm to gather and analyse video footage can significantly reduce survey times and staging costs, while at the same time improving surveyor safety.

Watch the video from YouTube – Click here [3:38]

“We’ve been working with drone surveys since 2015,” said Geir Fuglerud, Director of Offshore Classification at DNV GL – Maritime. “This latest test showcases the next step in automation, using AI to analyse live video.

“As class we are always working to take advantage of advances in technology to make our surveys more efficient and safer for surveyors, delivering the same quality while minimising our operational downtime for our customers.”

The drone, developed by Scout Drone Inspection, uses LiDAR to navigate inside the tank as GPS-reception is not available in the enclosed space. A LiDAR creates a 3-D map of the tank and all images and video is accurately geo-tagged with position data.

During the test, the drone was controlled by a pilot using the drone’s flight assistance functions, but as the technology matures it will be able to navigate more and more autonomously.

In its role as the world’s leading classification society, DNV GL has been developing artificial intelligence to interpret the video to spot any cracks and eventually the camera and algorithm will be able to detect anomalies below the surface such as corrosion and structural deformations.

“This is another important step towards autonomous drone inspections,” said Nicolai Husteli, CEO of Scout Drone Inspection. “Up until now the process has been completely analogue but technology can address the urgent need to make the process more efficient and safer.”

Altera Infrastructure hosted the test on Petrojarl Varg as part of its drive to improve safety and efficiency through innovative technology. The video was livestreamed via Scout Drone Inspection’s cloud-system back to Altera Infrastructure’s headquarters in Trondheim, where the footage was monitored by engineers. DNV GL can also simultaneously watch the footage, opening up the possibility for stakeholders to work together from different locations.

“At Altera Infrastructure we are committed to using technology to raise efficiency and safety and we want to be at the forefront. We see great potential for drone inspection technology to meet the challenges of the inspection process going forward,” said Astrid Jørgenvåg, Senior Vice President Technical & Projects Department Altera Production, at Altera Infrastructure.

About Scout Drone Inspection

Scout Drone Inspection is a spin-out, founded November 2017, of the Norwegian University of Science and Technology. The Scout team has deep competence within cybernetics, software systems and robotics. The company is developing a system for safe and efficient inspections. The system comprises a specialised drone for indoor applications along with a cloud-system for processing of inspection data.

Contact: Nicolai Husteli, CEO,

About Altera Infrastructure

Altera Infrastructure is a leading global energy infrastructure services group primarily focused on the ownership and operation of critical infrastructure assets in offshore oil regions of the North Sea, Brazil and the East Coast of Canada. Altera Infrastructure has over 2000 employees, consolidated assets of approximately US$5 billion, comprised of more than 50 offshore assets, including FPSOs, FSO’s shuttle tankers, towing vessels and a unit for maintenance and safety.



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– has joined the Getting to Zero Coalition

Totlbanner displayed in Africa PORTS & SHIPS maritime news

Joins the ‘Getting to Zero Coalition’ to contribute to shipping industry’s decarbonisation

Total has joined the Getting to Zero Coalition to support the maritime industry’s decarbonisation by collaborating with companies across the maritime, energy, infrastructure and finance sectors.

The Getting to Zero Coalition’s ambition is to help achieve the target set by the International Maritime Organization to reduce Greenhouse Gases emissions from shipping by at least 50% by 2050 – compared to 2008 levels. To that extent, the Coalition is aiming, through its members, at getting commercially viable deep-sea zero-emission vessels powered by zero-emission fuels into operation by 2030.

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Joining the Coalition marks a step further in Total’s commitment alongside its customers in the maritime sector and underlines the Group’s will to act on their energy demand, by supporting them in their own emissions’ reductions. Leveraging its expertise, Total will contribute in to the Coalition’s focus areas including fuels, marine lubricants, and ship zero-emission technologies.

“As a major energy player, Total is already developing cleaner fuels for the maritime industry,” underlined Patrick Pouyanné, President and CEO of Total. “We share the ambition to get to net-zero emissions by 2050, together with society, for our global operations. By joining the Getting to Zero Coalition, we want to push innovation and foster collective actions with all the stakeholders of the industry, thus contributing more efficiently to the reduction of the carbon footprint of maritime transport and its energy value chains.”

Total is already actively working on improving the environmental footprint of the shipping industry, through the development of marine LNG supply infrastructure, fuel-efficient lubricants, biofuels and batteries. It has also recently announced the long term chartering of 2 LNG-propelled VLCCs.

About The Getting to Zero Coalition

The Getting to Zero Coalition was launched at the United Nations climate summit in New York on 23 September 2019 as a partnership between the Global Maritime Forum, the Friends of Ocean Action and the World Economic Forum. It comprises over 120 public and private organisations and has been endorsed by governments of 14 countries, including France and the UK.

About Total

Total is a broad energy group that produces and markets fuels, natural gas and low-carbon electricity. Total’s 100,000 employees are committed to better energy that is safer, more affordable, cleaner and accessible to as many people as possible. Active in more than 130 countries, Total’s ambition is to become the responsible energy major.


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The Ghaaata, featured in Africa PORTS & SHIPS maritime news
The Ghaaata

A Vesconite rudder bushing has been an important part of the step-by-step dismantling, parts procurement and reassembly of the rudder of a 30ft Jeanneau Arcadia sailing yacht known as the Ghaaata.

When an annual maintenance inspection revealed significant rudder play caused by the internal structure, Jeanneau Arcadia sailing yacht owner Jorge Veiga embarked on a full rudder replacement, including everything from the pins, bolts and bushings, through to the actual rudder.

For the rudder bushings he chose Vesconite Hilube, since he had read good references and the technical data sheet presented beneficial characteristics, including its excellent reputation for self-lubrication and ability to maintain shape, under load, while submerged in salt water.

“I contacted Vesconite, asking where I could have the bushing manufactured here in Norway,” describes Veiga.

“It turned out that Vesconite provides a full machining service from their factory in South Africa, with quick global distribution. The entire process worked fantastically well. Vesconite provided answers almost immediately, were always available and personally informed me of the progress and tracked the shipment, right up until it arrived in Norway.”

“I have no hesitation to endorse Vesconite,” enthuses Veiga.

The Ghaaata returned to its marina port in Kambo, Norway, on 6 April 2020, as planned.

Veiga reveals that the Ghaaata has been extensively tested in all conditions and her performance is exceeding expectations.

The project has been deemed to be a success: the lower bushing’s play was eliminated, says Veiga.

“The bushing has been subjected to very high forces when I was caught in a nasty squall with full sails up the other day (my fault) and it has held as expected.”

The Ghaaata can be typically found cruising around the Olso fjord and Skagerrak, a strait between the south-east coast of Norway, the west coast of Sweden and the Jutland Peninsula of Denmark. The yacht faces moderate waves and variable winds, with gusts stressing the rigging and steering.

Around half of the time, Veiga is the sole occupant, with two crew members operating the yacht at other times.

For more details contact:
Wian Venter
+27 11 616 1111


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Imperial Logistics banner featured in Africa PORTS & SHIPS maritime news

Imperial, whose origins are in South Africa, has announced that Imperial Logistics International, one of three divisions alongside the South Africa and African Regions divisions, has been appointed through its UK organisation to to provide JIT (just in time) and JIS (just in sequence) logistics for a major car manufacturer.

The renewed contract comprises three elements: nationwide transport, collecting components and assemblies from 19 suppliers and delivering to a central storage facility; operating shuttles between the remote body panel production site and the main assembly location; and the management and operation of 51,500 sqm of component warehousing, along with sequenced supply of parts to the assembly track.

The contract employs over 150 staff and management, and involves exclusive use of 40 tractor/trailer combinations. Imperial will transport around 130 full trailer loads per day, and will handle an average of 30,000 pallets weekly.

Says Srecko Mühling, Vice President Commercial Road: “We are delighted to have secured the renewed contract for these operations, so continuing a longstanding relationship with a blue-chip brand – and supporting them through the current challenges and complexities presented by the coronavirus pandemic.

“Automotive is one of Imperial’s focus industries and we are pleased that the UK business will continue to make a substantial contribution to the Group’s sustained success in this field, while also supporting its ambition to further strengthen its presence in this demanding sector.”

About Imperial

Imperial is an African and European focused logistics provider of outsourced, integrated freight management, contract logistics and market access services. Ranked among the top 30 global logistics providers, the group is listed on the JSE in South Africa and employs over 27,000 people in 32 countries. With a focus on five key industry verticals – automotive, chemicals, consumer, healthcare and industrial – the group’s deep experience and ability to customise solutions ensures the ongoing relevance and competitiveness of its clients. See


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Xeneta banner displayed in Africa PORTS & SHIPS maritime news

Xeneta - CEO Patrik Berglund, featured in Africa PORTS & SHIPS Trade News
Xeneta CEO Patrik Berglund

With the collapse in demand and glut of supply in the container vessel segment, analysts may have been fearing the worst for developments in long-term contracted ocean freight rates. However, despite the widespread ramifications of coronavirus, rates held comparatively steady for the month of May, with the latest XSI® Public Indices report from Xeneta registering a 1.2% decline.

This follows a 0.7% increase in April, leaving the index up 1.7% for 2020 so far. That said, the future, Xeneta cautions, remains defined by uncertainty.

Proactive approach

Oslo-based Xeneta’s XSI® provides unique intelligence on the very latest ocean freight market moves. Based on crowd-sourced data from leading shippers, the report utilises over 200 million data points, covering more than 160,000 port-to-port pairings, to provide a real-time picture of industry developments.

The unexpected rise in April, after a 0.5% fall in March, was attributed to the proactive strategies of container ship operators, who were withdrawing market capacity and adjusting sailings in an attempt to balance supply and demand. That approach continues to mitigate damage, while the gradual opening of national economies is, Xeneta CEO Patrik Berglund explains, giving some room for optimism.

Early days

“Given the debilitating effects of the pandemic on global economic activity, there may have been a belief that rates would freefall, but not so,” he comments. “Owners have been quick to remove surplus capacity and as some, particularly European, countries cautiously reopen we’re seeing carriers, such as those in THE Alliance, announce plans to reinstate sailings.

“Contracted rates have held up well, some would say surprisingly so, while spot rates on key routes have also stood strong. With some national governments stepping in to support the industry – such as those in South Korea and Taiwan, who have both announced emergency funding of USD 1billion for shipping – a ‘blood bath’ has largely been avoided. Nevertheless, it’s early days and many owners have posted worse than expected Q1 results and, it has to be said, will be dreading going public with Q2 figures.”

Fluctuating fortunes

He continues: “The future, unfortunately, remains uncertain. That makes it absolutely essential for all stakeholders in the shipping value chain to access the latest intelligence to ensure they stay up to speed and get optimal value when negotiating rates.”

That sense of unpredictability has been evident in the regional developments revealed by Xeneta’s XSI®, which is based on a unique collection of crowd-sourced rates data pooled from leading global shippers.

In Europe the import benchmark continued its decline, falling (for the third consecutive month) by 2%, down 2.2% since the start of the year. Exports however continued to perform robustly, with rates increasing by 0.8% and now 6.1% up for the year (5.7% year-on-year). Far East imports, meanwhile, surged by 3.9%, with the figure up 6% in 2020 to date. A performance that couldn’t be matched by the export index, which fell 1.4% in May, but remains up 1.7% for the year, but down 6.1% year-on-year.

Both the import and export benchmarks fell in the US, with the former declining by 1.5% (up 1.8% since the start of 2020) while the latter slid by 3.4%. It is now just 0.2% up for the year, but 1.6% up year-on-year.

Positioning for success

“It’s obviously not all doom and gloom for contracted rates, even though the challenges the industry (and indeed the world) face should not be underestimated,” Berglund concludes. “Owners and operators are clearly up for the fight and moving decisively when and wherever that’s possible. We can see clear evidence of that in the work of the Digital Container Shipping Association (DCSA), made up of the largest carriers, which is looking to introduce a paperless bill of lading and potentially save billions of dollars in costs. A much-needed efficiency.

“Shippers have to stay equally as limber in this environment, keeping up to speed with real-time market developments. Nobody knows what will happen next, but with the insights enabled through the latest data you can at least position your business to gain competitive advantage. That’s more essential now than ever.”

Companies participating in Xeneta’s crowd-sourced data platform include names such as Electrolux, Continental, Unilever, Lenovo, Nestle, L’Oréal, and Thyssenkrupp, amongst others.

To get the full XSI® Public Indices report, please visit:

About Xeneta

Xeneta is the leading ocean freight rate benchmarking and market intelligence platform transforming the shipping and logistics industry. Xeneta’s powerful reporting and analytics platform provides liner-shipping stakeholders the data they need to understand current and historical market behaviour – reporting live on market average and low/high movements for both short and long-term contracts. Xeneta’s data is comprised of over 200 million contracted container rates and covers over 160,000 global trade routes. Xeneta is a privately held company with headquarters in Oslo, Norway and regional offices in New York and Hamburg. To learn more, please visit



e5 Consortium aims at zero-emission electric tanker, feature in AfricaPORTS & SHIPS Trade News
e5 Consortium aims at zero-emission electric tanker

The e5 Consortium, consisting of Asahi Tanker Co, Ltd, Idemitsu Kosan Co, Ltd, Exeno Yamamizu Corporation, Mitsui O.S.K. Lines, Ltd, Tokio Marine & Nichido Fire Insurance Co, Ltd, Tokyo Electric Power Company and Mitsubishi Corporation as been established with the purpose of establishing the world’s first zero-emission electric vessels.

Coastal shipping in Japan faces structural issues such as a shortage of mariners due to the ageing of the seagoing workforce, not to mention the ageing of the vessels. In addition, the ocean shipping industry has urged the coastal shipping industry to reduce emissions of greenhouse gases (GHGs) as one of Japan’s measures to address climate change.

The seven e5 Consortium corporate members are focusing their attention on fulfilling the potential of electric vessels to solve these urgent issues. The consortium aims to establish a platform that offers innovative ocean shipping infrastructure services based on electric vessels bringing to bear the strength, technological know-how, networks, and other advantages of each member company.

As the first phrase of the project, the consortium plans to launch the world’s first zero-emission electric tanker, powered by large-capacity lithium ion batteries, in March 2022*.

e5 Lab. Inc. will serve as the executive office of the e5 Consortium.**

The e5 Consortium will promote the sustainable growth of coastal shipping in Japan and contribute to the nation’s social and economic development by providing added value to the coastal shipping industry through the development and introduction of advanced vessels.

What is ‘e5’?

e5 is a provider of safe, reliable, and high-quality transport service, based on the realisation of five core values: electrification, environment, evolution, efficiency, and economics.

* Asahi Tanker decided to build two electric tankers powered by lithium-ion batteries, the first such vessels in the world: Japanese, with English translation available.
Zero emission electric tanker concept video [3:38]:

** e5 Lab. Inc. (President: Tomoaki Ichida; Headquarters: Chiyoda-ku, Tokyo), jointly established by four companies of Asahi Tanker Co, Ltd, Exeno Yamamizu Corporation, Mitsui O.S.K. Lines, Ltd., and Mitsubishi Corporation, has enthusiastically promoted innovative projects to bring digital solutions and digital transformation to the ocean shipping industry, not only with electric vessels, but also hydrogen fuel batteries, onboard automated equipment, onboard broadband, remote control vessels, and development of a common integrated OS for ocean (vessels).
URL of e5 lab Inc.:



Jotun & Odfjell Drilling collaborate on coating application for Deepsea Stavanger

From left: Narve Hoel, Senior Coating Advisor Jotun, Rune Nautnes, Sales Engineer Jotun, Håkon Hernes, Technical Superintendent Odfjell Drilling and Lasse Isaksen, Global Concept Director Jotun. Picture: Lene Fossdal, featured in Africa PORTS & SHIPS Trade News
From left: Narve Hoel, Senior Coating Advisor Jotun, Rune Nautnes, Sales Engineer Jotun, Håkon Hernes, Technical Superintendent Odfjell Drilling and Lasse Isaksen, Global Concept Director Jotun. Picture: Lene Fossdal

Jotun helps Odfjell Drilling position for success with Total on South Africa assignment

Jotun is collaborating with Odfjell Drilling to provide an premium anti-fouling and topside coating solution for advanced drilling platform Deepsea Stavanger.

Deepsea Stavanger, the dual derrick, dynamic positioned (DP), semi-submersible is set to work in demanding environmental conditions off the coast of South Africa for oil major Total. To ensure optimum operations and durability, both above and below the surface, Jotun is now applying the premium anti-fouling SeaQuantum Ultra S and topcoat Hardtop One, a unique polixiloxane coating, at the Semco Maritime yard near Bergen, Norway.

Odfjell Drilling faces a critical challenge in the undertaking of its new assignment. A combination of high fouling intensity and strong ocean currents has the potential to threaten the efficiency of operations. Heavy fouling on the rig hull will increase frictional drag and this, allied to the force of the currents against the rig walls, makes it harder to maintain the correct position. This creates a demand for greater thruster power.

Rising to the challenge

Deepsea Stavanger, featured in Africa PORTS & SHIPS trade news

“It became clear that Deepsea Stavanger required an anti-fouling tailored to deliver a clean hull, and optimal performance, in the most challenging environmental conditions,” comments Lasse Isaksen, Global Concept Director – Offshore. “Biofouling is as big an issue for the offshore industry, particularly with DP vessels, as it is for shipping, and with our established expertise in this niche we were perfectly positioned to find the right solution for this advanced asset.

“Our in-house anti-fouling team examined the individual vessel requirements, operational parameters, localised fouling intensity, and in-depth metocean data to determine the best coating. SeaQuantum Ultra S will deliver the results Odfjell Drilling and all its stakeholders demand, protecting the rig for long-term, durable operations, while its fast polishing silyl acrylate composition ensures a clean hull and optimal maneuverability and performance.”

Unique benefits

Moving above sea level, the rig topside will be coated with Jotun’s Hardtop One, which offers excellent gloss retention for outstanding protection in even the most intense sunlight and UV exposure. As a single component product, the coating is unique to the market, offering all the benefits of a two-component solution, but with increased simplicity, reduced waste and less environmental impact.

“Deepsea Stavanger is a state-of-the-art rig that will deliver market leading performance for our globally respected client,” states Håkon Hernes Technical Superintendent Odfjell Drilling. “For the best results we needed the best solution, and Jotun, with its leadership in marine and protective coatings, proved to be the ideal partner.”

First class

Jotun logo featured in Africa PORTS & SHIPS trade news

Hernes continues: “We have a commitment to our customers to provide outstanding service and the highest quality, whatever the demands, and we look for the same standards in our suppliers and their products. The innovative combination of solutions from Jotun, providing first class protection and performance above and below the waves, shows they understand our needs and can help us tackle industry challenges. We’re delighted to have them onboard.”

Jotun and Odfjell Drilling have worked together for around 20 years, but this, according to Sales Engineer Rune Nautnes, who helped lead the collaboration from Jotun’s side, was one of the biggest single maintenance projects to date.

“We always enjoy an excellent collaboration with Odfjell Drilling, and this was no exception,” he notes. “The team there provided first class data of the operating environment the rig would face and we used that, in combination with our segment understanding, to refine the ideal solution. This delivery, which consists of 19,000m2 of advanced anti-fouling, will help Deepsea Stavanger maintain optimal control and meet its demanding operational objectives.”

Jotun, which is headquartered in Norway, has 65 companies, 39 production facilities and representation in over 100 countries. The company is the globally leading provider of marine coatings, with established positions in the protective, decorative, and powder coating segments worldwide.  2020-05-20

The drilling rig Deepsea Stavanger will soon be on station drilling off the South Africa coast. Picture: Lene Fossdal, featured in Africa PORTS & SHIPS Trade News
The drilling rig Deepsea Stavanger will soon be on station drilling off the South Africa coast. Picture: Lene Fossdal