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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.
“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.”
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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 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.
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.
“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
DAMEN SCHELDE NAVAL SHIPBUILDING PARTNERS WITH GE TO DELIVER DUTCH NAVY COMBAT SUPPORT SHIP
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 www.gepowerconversion.com/
9 September 2020
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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.
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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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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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
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. http://e5ship.com
YouTube video [3:38]
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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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CANADIAN NAVY TAKES DELIVERY OF FIRST OF SIX FULL ELECTRIC ICE PATROL SHIPS
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. www.gepowerconversion.com/
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. www.ge.com
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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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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]
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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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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 www.classnk.com for those who have registered for the ClassNK “My Page” service. To register for the “My Page” service, go to the ClassNK website www.classnk.com and click on the “My Page Login” button.
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.
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.”
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.
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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.
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.
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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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.
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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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.
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.
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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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
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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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.
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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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, email@example.com
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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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.
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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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:
+27 11 616 1111
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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.”
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 www.imperiallogistics.com
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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.
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.
“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.”
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: https://www.xeneta.com/xsi-public-indices
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 www.xeneta.com
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: https://asahi-tanker.com/news-release/2020/135/ 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.: http://e5ship.com/
Jotun & Odfjell Drilling collaborate on coating application for Deepsea Stavanger
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
“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.”
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.”
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