GENERAL Archives - Page 36 of 68 - SHIP IP LTD

Malaysia Marine and Heavy Engineering Holdings Berhad (MHB) has signed a strategic agreement with Bureau Veritas (BV) Solutions Marine & Offshore (M&O) to support industry-wide efforts to progress shipping’s decarbonisation.

This partnership, signed through MHB’s wholly owned subsidiary, Malaysia Marine and Heavy Engineering Sdn Bhd (MMHE), offers vessel owners and operators a wide range of vessel improvement opportunities and services. These services are targeted to increase vessel performance, thus enhancing the energy efficiency of vessels and contributing to the reduction of their carbon emissions. The collaboration also offers vessel improvement services and related services for Energy Efficiency eXisting ship Index (EEXI) and Carbon Intensity Indicator (CII) compliance.

MHB And Bureau
MMHE West Yard – Malaysia’s Largest Fabrication Yard by Area and Annual Production Capacity. It is located in Pasir Gudang, Johor, Malaysia. [Image credit: Malaysia Marine and Heavy Engineering Holdings Berhad (MHB).]

MMHE, one of the most prominent liquefied natural gas carrier (LNGC) repair yards in Asia is the main contractor to provide the modification works on the vessels in its yard in Pasir Gudang, Johor, Malaysia. BV Solutions M&O, the marine and offshore independent technical advisory component of Bureau Veritas Group – a world leader in testing, inspection, and certification, will provide technical and consultation services on vessel improvements such as bow modification, vessel lengthening, vessel life extension, hull roughness, propeller modification assessments and other related advisory services.

Pandai Othman, MD & CEO of MMHE, said: “We are delighted to sign this agreement with BV Solutions M&O, a renowned marine consulting and service provider. Together, it allows us to bring the powerful combination of MMHE’s retrofit and conversion technical expertise, and BV Solutions M&O’s maritime technical advisory to market in supporting our customers’ decarbonisation strategies, thus accelerating the industry’s transition to cleaner shipping. Equipped with top-notch marine repair and conversion facilities and with more than 45 years’ experience in delivering energy and marine solutions, MMHE is set to become a hub for energy efficiency solutions in the maritime industry.”

Paul Shrieve, President of BV Solutions M&O, said: “We are very pleased to announce our collaboration with MMHE, a world-class shipyard with an exceptional history in marine repair and conversion services. By working together, we aim not only to raise awareness among our combined customer base of BV Solutions M&O’s advisory and technical expertise in the maritime and offshore industry, and MMHE’s role as one of the leading repair and conversion shipyards, but also to encourage adoption of energy efficiency technologies more widely in the industry as an essential step in shipping’s decarbonisation journey.”

Earlier this year, MMHE signed a strategic partnership with Silverstream Technologies (UK) Limited for air lubrication system retrofit opportunities for vessel owners and operators. These strategic collaborations signify MMHE’s initiative in supporting the maritime decarbonisation agenda that will take a significant step forward in January 2023 with the enforcement of the EEXI and CII regulations.

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


Dare County, N.C., and EJE Dredging Service report that Miss Katie — a shallow-draft hopper dredge that has been under construction at Conrad Shipyard, Morgan City, La., since March 2021—has officially arrived on the Outer Banks of North Carolina.

Miss Katie departed from the shipyard on the morning of Saturday, August 13, and on the afternoon of of Friday, August 19 arrived in Wanchese, N.C., which will serve as her homeport.

“The completion of Miss Katie and her long-awaited arrival here on the Outer Banks is a historic moment and will be a game-changer for watermen in Dare County,” said Dare County Board of Commissioners Chairman Bob Woodard. “Commercial and recreational fishing are not just enormous economic drivers in our community; they’ve also been a way of life for thousands of folks here in Dare County for generations. It’s absolutely critical that we have the resources in place to properly dredge our channels and inlets that these watermen depend on as their highway to get to work every day—and thanks to the county’s partnership with EJE Dredging and the arrival of Miss Katie, we’ll be much better equipped to do just that.”

The completion of the highly anticipated shallow-draft hopper dredge is the result of a years-long collaboration between Dare County officials and Greenville, N.C., based EJE Dredging Service, a private partner that owns and operates the 156-foot-long dredge.

“With the arrival of the Miss Katie, we look forward to providing an open and navigable channel for the waterways in the region,” said Jordan Hennessy, vice president of EJE Dredging Service. “The Miss Katie has been specifically developed and designed to ensure she will be able to safely navigate the channels and inlets of North Carolina. The split-hull configuration will allow spoil discharge in shallow waters, thus preventing the vessel from grounding on her own hopper load.”

On May 20, 2019, the Dare County Board of Commissioners unanimously approved a contract for the construction and operation of a new shallow-draft hopper dredge that could be used to address the significant shoaling that occurs in various channels and inlets throughout Dare County.

Funding for the project came from a public-private partnership with the state of North Carolina, in which the legislature allocated $15 million from the Shallow Draft Navigation Channel Dredging and Aquatic Weed Fund for the purchase of the dredge, which will play an integral role in keeping Dare County waterways accessible.

Once the necessary Certificate of Inspection from the United States Coast Guard is received, Miss Katie will be scheduled to perform strategic dredging operations throughout the region in order to address the ongoing issues caused by shoaling.

Miss Katie’s operations will be managed by the Oregon Inlet Task Force, whose members will be responsible for scheduling, planning and monitoring the success of the dredging efforts that are undertaken.

“I can’t tell you how excited I am to stand here with Miss Katie behind me,” said Oregon Inlet Task Force Chairman and Dare County Commissioner Jim Tobin. “It’s been a long and arduous process, and I’m happy to declare that today it is complete. It’s official—and thanks to the crew that brought her up here, Miss Katie is home.”

EJE Dredging Service will host a ribbon-cutting and christening ceremony in partnership with Dare County to formally celebrate the completion of the project later this year.

Source: https://www.marinelog.com/inland-coastal/shallow-draft-hopper-dredge-arrives-in-north-carolina/

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


The Port of Tema has been significantly transformed by the Tema Port Expansion Project, a Build, Operate and Transfer (BoT) Project between Ghana Ports and Harbours Authority and Meridian Port Services Ltd. With the completion and operationalization of the 1st phase and the commencement of the 2nd Phase of the Project, there has been a significant increase in the capacity of the Port of Tema with Four (4) New Berths at Terminal 3 offering the opportunity for vessels with a draft of up to 16 meters berthing at Terminal 3.

The 24 hours services rendered at Terminal, 3 backed by the well-organized Truck Appointment System (TAS) have significantly enhanced the ease of doing business in Terminal 3 and further boosted the efficiency and image of the Port of Tema.

Security of transactions at Terminal 3 has been reinforced by the introduction of E-Invoicing, E-Payments, Access Control Systems, License Plate Recognition Systems, CCTV Cameras, X-Ray Scanners for both Imports and Exports, and Radio Frequency Identification Systems.

Indeed, many were those who doubted that the introduction of these systems would work in Ghana. But they have been pleasantly surprised as the stakeholders of Truckers, Customs Officials, Clearing and Forwarding Agents, Immigration Officers, among many others have all been successfully onboarded onto these systems and are using same with ease.  The integration of all these systems with the ICUMS system to enhance the Paperless Port Processes have been very successful at Terminal 3.

MPS has also handed back to GPHA the 2 berths of over 11 meters draft and a sizable yard capacity stretching over 247,000 m2 of fully paved area at Terminal 2.  This has given GPHA the opportunity to transform Terminal 2 to a multi-purpose Terminal to handle deeper drafted vessels with many different kinds of cargo including general cargo vessels, bagged cargo, RoRo, dry bulk, liquid bulk etc.

Undoubtedly, the port of Tema is recognized as one of the burgeoning hubs within the West African sub-region.

In its quest to secure Tema Port as the Hub of West Africa, Meridian Port Services Ltd (MPS) continues to invest into the development of the Tema Port with additional facilities and infrastructure.

The company has commenced the construction of a Harbour Craft Jetty alongside preparations for the operationalization of the yard behind its 4th new berth.

The Chief Executive Officer of MPS, Mr. Mohamed Samara emphasized the need for the developments being undertaken.

“We are excited to note that the Ministry of Trade has launched a National Policy Framework Plan for the Africa Continental Free Trade Area (AfCFTA) and announced an action plan to boost Ghana’s trading prospects.

As the government focuses on its policy framework, MPS’ continued investments in the Port of Tema will complement Government’s efforts to position the Tema Port to become more competitive in the sub-region. Again, MPS anticipates an increase in volumes (both gateway and transhipment) as such, we have committed to increasing the yard storage and handling capacity to complement gearing up the 4th New berth with the latest gantry cranes.

Moreover, the development of the jetty to provide a docking place for harbour craft at Terminal 3 will allow the Pilots and Tugboats to respond in record time upon completion of the vessel operations. It is expected that the reduction in response time will provide a better turnaround time for vessels at berthing and departure and  enhance security at Terminal 3.”

Transhipment Trade Highlights

Following a resumption in the transhipment trade with Mediterranean Shipping Company (MSC) between the Far East and South America, MPS has handled a total of 16,038 TEUs discharged from 8 different vessels from the Far East and loaded on 3 different vessels to Brazil.

With the combined strength of the various departments, MPS has from 25th June 2022 to 31st July 2022 continuously improving productivity levels as evidenced on the transhipment vessel with a productivity in the range 125 Moves Per Hour.

The month of July also saw the unique occurrence of having 3 MSC vessels that were handled simultaneously on all the three berths.

MPS through its shareholders has since 2017 invested over 1.2 billion USD in the areas of infrastructure, technology, human resource development and other areas resulting in increased cargo volumes and positioning of the port as the most preferred in the West African sub-region.

Source & Photo : MPS

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


Crown Estate Scotland has opened up lease areas for three more applicants from the giant ScotWind leasing round completed earlier this year. The “clearing” process awards lease agreements for floating wind mooring to three applicants who did not receive the areas they bid on during the initial lease auction.

The lease areas are located east of the Shetland Islands and total some 2.8 gigawatts in overall scale. They will bring in a total of about $65 million in option fees for the Crown Estate, plus local investment commitments of about $1.4 billion per gigawatt of capacity. Notably, all three would focus on green hydrogen production rather than grid supply.

“These projects have significant potential to really boost Scotland’s progress towards its net zero targets, including in relation to the opportunity around green hydrogen,” said Colin Palmer, Director of Marine at Crown Estate Scotland. “Taking these three into account, the 20 ScotWind projects now total up to 27.6 gigawatts.”

ScotWind was the largest single offshore wind lease auction ever conducted, and it continues to expand with clearing leases. Since Scotland already gets almost all of its electricity from renewables, some of the power will go towards the manufacture of green hydrogen, accelerating the UK’s energy independence. It is also a vital part of Scotland’s plan to transition the economy of its northeastern coast from its longtime focus on offshore oil and gas to a new industry in offshore wind.

“The importance of accelerating the transition to renewable energy sources, including hydrogen, has been brought into sharp relief by Russia’s illegal invasion of Ukraine and the cost of living crisis,” said First Minister Nicola Sturgeon in a statement. “The Scottish Government sees offshore wind – and the hydrogen production which we hope will be enabled by offshore wind – as one of the most important economic and environmental opportunities we have.”

All of the projects awarded in the ScotWind round are still subject to permitting reviews, financing and final investment decision before steel goes in the water.

Source: https://www.maritime-executive.com/article/scotwind-program-expands-with-three-more-floating-wind-leases

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


In recent years, Malaysia and Indonesia have been faced with repeated incursions by Chinese Coast Guard (CCG) vessels into disputed areas of the South China Sea. In the case of Malaysia, these are waters off the coast of Sabah and Sarawak, and in the case of Indonesia, the waters north of the Natuna Islands. These two regions intersect with Beijing’s “nine-dash line,” which Beijing has since 2009 claimed as an exclusive maritime jurisdiction, including an assertion of ownership over the water column and continental shelf.

The increasing intensity of CCG encroachments has been motivated by the discovery of economically viable oil fields in Kasawari (in 2011), located in Central Luconia off the coast of Sarawak, and Tuna Block (in 2014), located in the northern part of the Natunas. Beijing has demanded that both Malaysia and Indonesia cease their oil exploration and exploitation on the contested continental shelves.

The Royal Malaysian Navy (RMN) and the Indonesian Navy (TNI-AL) have chosen to respond to Chinese incursions by “shadowing” CCG vessels that enter their waters, rather than confronting them and forcing them to leave. This practice should be understood in the light of how Kuala Lumpur and Jakarta calculate risk regarding Beijing’s assertiveness. Both nations regard Chinese assertiveness as something reactionary, as opposed to anticipatory, and believe that for their economically beneficial relationships with China to deepen, Beijing should be afforded the room to express hostility within respectively agreeable redlines.

The shadowing rule is similar to a waltz: When CCG vessels step forward, the RMN and TNI-AL step backward, and vice-versa. The rule of engagement is simple: As the Indonesian director of strategy at the Ministry of Defense recently put it, “jangan bikin gaduh,” or “do not escalate first.” With everyone practicing restraint, the do-not-escalate principle assures CCG vessels that they will not be confronted by the RMN and TNI-AL. Therefore, the Chinese are able to stay in disputed areas.

In mid to late 2021, the three countries waltzed around the oil rigs in this manner for four months. The dance began when the Sapura 2000, a pipelay barge owned and operated by Malaysia’s Sapura Energy, arrived at the Kasawari gas field on June 4. The RMN anticipated the arrival of CCG ships and then shadowed them until the completion of the exploitation in November. The RMN was not there to deter the CCG; it was an assertion of presence and a safety measure in case the CCG decided to interfere physically with the operation.

Simultaneously, Beijing also deployed the Da Yang Hao, a survey ship, in West Capella off the coast of Sabah as Malaysia conducted drilling in the Siakap North Petai oil field from September to October 2021. The Da Yang Hao was escorted by two auxiliary research vessels, a militia vessel, the Qiong Sansha Yu 318, and the CCG 6307. Despite their military escorts, the RMN allowed these vessels to conduct their activities without any strong reaction beyond shadowing them.

In the Tuna Block, when a semi-submersible rig, the Noble Clyde Boudreaux, arrived to drill two appraisal wells on June 30, CCG vessels took turns shadowing the operation until its completion in November. The CCG 5202 operated in the Tuna Block from July 3 to August 8 before it was replaced by the 5305, which remained through early October and was replaced by the 6305, which began operating near the Noble Clyde Boudreaux in mid-October.

Reacting to the presence of the CCG in the Tuna Block, TNI-AL started shadowing these vessels, usually one at a time. Sometimes TNI-AL pursued CCG ships in close encounters, at ranges of less than 1 nautical mile, but it restrained from firing a warning shot against CCG vessels, as it did in June 2016. The CCG ships were therefore confident enough to stay.

The Tacit Consent Behind the Dance

Malaysia and Indonesia are not without options in how they deal with Chinese maritime incursions. These options range from undertaking legal challenges to harnessing external powers’ interest in balancing Beijing. Instead, Malaysia discouraged the United States and Australia from getting involved as the CCG and RMN engaged each other in the West Capella area in April 2020. If the main issue was the power asymmetry between Malaysia and China, Kuala Lumpur should have been elated with other external powers defending it from Chinese bullying. Therefore, the more restrained shadowing tactics should be seen as a signal from both parties of the need for Beijing to save face.

For Malaysia, the shadowing practice emerged shortly after the administration of Prime Minister Najib Razak took office in 2009. But the consistency of its application since indicates that it has been adopted as the least-worst means of dealing with China in the South China Sea. The calculation of weakness is a factor: Balancing against Beijing is futile given Malaysia’s limited deterrence capacity and unwillingness to invest heavily in border security.

But it is also driven by a big picture analysis. Although China’s “nine-dash line” has no international legal basis, there is no way it could be persuaded to change its position, and given that Malaysia values its economic cooperation with China, some form of accommodation is required. Guided by this belief, Malaysia has endured more intense incursions as China has deployed military escorts to follow its survey ships and coast guard vessels.

Malaysian policymakers’ fear of Chinese domination is mitigated as long as Malaysia can continue to secure its position legally and Beijing acts within bounds set by Kuala Lumpur; both of these are coupled with the continued Malaysian belief that Beijing views Malaysia as a premium partner. Flowing from these assumptions is a Malaysian belief that Beijing’s presence in the South China Sea must be tolerated. Malaysia’s redline is any physical interference with its exploitation activities.

Indonesia’s adoption of the shadowing policy can be traced to 2017 when its approach toward Chinese incursions into its Exclusive Economic Zone (EEZ) around the Natuna Islands become more cautious. This contrasted with the series of assertive patrols in 2016 that hunted down Chinese illegal fishing vessels and then publicly sank them. The calculation for a more restrained policy is transactional and reflects a broader shift in the way Jakarta elites look at China. Transactional elements include investments and trade, as well as close cooperation on COVID-19 vaccine supply. These pragmatic factors have driven President Joko “Jokowi” Widodo’s policymaking elite, especially Luhut Panjaitan, his coordinating minister of maritime and investment Affairs, to restrain both the Foreign Ministry and the Indonesian Navy and induce them to soften their tone. This includes abandoning TNI-AL’s traditional practice of ramming and firing warning shots against vessels unwilling to be escorted out from Indonesia’s recognized EEZ.

The elite in Jakarta also started viewing Beijing in a more favorable light, believing that Beijing is a responsible stakeholder that views Indonesia as a crucial partner. Many policymakers in Jakarta recognize Beijing’s decision not to deploy military escorts to shield its survey ship, the Haiyang Dizhi, between August and September 2021, from the Indonesian Navy as a measure of restraint. Jakarta also felt secure enough with its own legal position, given there was little chance that Beijing would gain international recognition for its own claims.

This combination of factors made Jakarta willing to offer room for Beijing to creep into the waters in the northern part of the Natuna Sea as long as the encroachment remained non-military in nature, and Beijing refrained from physically interfering with its oil exploration activities.

How should we make sense of the belief that Beijing reciprocates Kuala Lumpur’s and Jakarta’s policies of restraint? Does this stem from a victim mentality that often explains away abuse as part of the package deal of sustaining relationships? I asked this question to high-level elites in Indonesia and scholars in Malaysia, and all expressed comparable views.

Elites in Kuala Lumpur and Jakarta were not so naive as to think that Beijing would not increase its assertiveness in the future. But they preferred to explain Beijing’s assertiveness in situational terms instead of viewing this expansion as a Chinese disposition. Explaining Chinese assertiveness in situational terms means Jakarta and Kuala Lumpur believe that Beijing only escalates when provoked. It was quite interesting how the Philippines’ lawfare against China kept being invoked as a case of what not to do: In this view, provoking Beijing and inviting the West to weigh in on the disputes would risk escalation.

This belief is unique and is not widely shared because it stems from the calculation that China’s assertive actions are reactionary instead of part of a grand vision in the South China Sea. Analysts from Australia, for example, often view Beijing’s assertiveness as something premeditated: as a policy of “salami slicing” designed to bring the entire area within the “nine-dash line” under Chinese control.

What happens if Beijing crosses the redlines laid down by Malaysia and Indonesia? Both countries are confident that the legality of their claim is undisputable and that the international community has their back. Coupled with the stakes of the relationship, Kuala Lumpur and Jakarta understand that Beijing will not flippantly undermine two relationships in which it has invested so much over the past few decades. Indeed, Malaysia and Indonesia are two of China’s most reliable and influential partners in Asia.

One episode that indicated a violation of Malaysia’s redline was when 16 Chinese military aircraft flew over disputed waters off its eastern state of Sarawak in April 2021. The Malaysian Air Force protested the violation, and in turn, pressured then-Foreign Minister Hishammuddin Hussein to issue a diplomatic protest against Beijing, and summon the Chinese ambassador to Malaysia to explain this breach of Malaysian airspace and sovereignty. The tension was resolved amicably behind the scenes, but this indicates that Kuala Lumpur’s views toward Beijing remain wary and fragmented, and that encroachments on its airspace are perceived as a redline violation.

The bottom line is that as long as Kuala Lumpur and Jakarta believe that they are in a domain of gains when dealing with Beijing, they will continue to adopt a more restrained approach.

The dance is dynamic, and its rules are continuously negotiated. China will continue to push, and both Malaysia and Indonesia will continue to protest. This is something that both countries have seemingly accepted as the reality of living next door to a giant.

Source: https://thediplomat.com/2022/08/china-indonesia-and-malaysia-waltzing-around-oil-rigs/

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


Mitsui OSK Lines (MOL) has received Approval in Principle (AiP) for the design of a large-scale liquefied carbon dioxide (CO2) carrier from Nippon Kaiji Kyokai (ClassNK).

In June 2021, MOL launched an R&D programme on the adoption of a large-scale liquefied CO2 carrier in response to a call for proposals by Japan’s New Energy and Industrial Technology Development Organisation (NEDO) to complete the conceptual design, under a project entrusted by NEDO to Japan CCS to investigate carbon capture, utilsation and storage (CCUS). The vessel design is one element of NEDO’s ‘CCUS R&D and Demonstration Related Project/Large-scale CCUS Demonstration Project in Tomakomai/Demonstration Project on CO2 Transportation’.

The large-scale liquefied CO2 carrier is intended as a practical solution to the need for long-distance transport of CO2 on a scale of 1m t/yr, based on NEDO’s vision to implement CCUS technology.

Source: https://www.cleanshippinginternational.com/class-nk-issues-aip-for-mols-large-scale-co2-carrier/

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


The US government’s DARPA agency is moving to phase 2 of its No Manning Required Ship (NOMARS) programme, a project to build, test and demonstrate an unmanned surface vessel (MUSV) that can go to sea and perform missions without any humans present on board.

The Agency worked with Serco Inc on phase 1 of the project to create a new Design Space Exploration (DSX) toolset that can evaluate spaces with a variety of parameters and output millions of ship designs to meet performance objectives and constraints.

That tool created a set of ship designs ranging from 170-270 metric tons, refined into a single ship for the preliminary design review, which the company dubbed Defiant. In phase 2, Serco will finalise this ship design, build the ship, and work through a series of testing activities before taking it to sea for a three-month demonstration event.

The fundamental DARPA requirement for the NOMARS programme is that there will never be a human on board the vessel while it is at sea, including during underway replenishment (UNREP) events.

The design will incorporate a ‘graceful degradation’ philosophy for maintenance that allows individual equipment to fail over time by having enough system-level redundancy to meet full system requirements at speeds of at least 15 knots after one year at sea.

The major system components of the selected design are modularised, so repairs can be conducted with equipment typically found in yacht-yards worldwide.

Source: https://smartmaritimenetwork.com/2022/08/23/darpa-moves-to-phase-2-of-unmanned-ship-programme/

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


COSCO Shipping’s newest bulk carrier departed China late last week on its maiden voyage to South America, but instead of the normal operations sailing empty outbound to get the pulp cargo, the company has come up with a novel application to transport new cars aboard bulk carriers. According to COSCO, the adaptations were developed during the construction of the vessel to make it multi-purpose and fill the shortage for vehicle transport vessels.

The 62,500 dwt vessel named COSCO Shipping Wisdom was built at China’s Dalian Shipyard as the fifteenth vessel in the class. She measures 662 feet in length with a 106-foot beam. Her six cargo holds which give the vessel hold capacity of 72,5000 cubic meters are outfitted with a dehumidification system to meet the strict quality requirements for pulp cargo during transportation.

The shipping company reports that modifications were made to the floor of the six holds to accommodate the feet for specially designed racks. The alterations do not affect the vessel’s loading capacity but permit them to place specially designed folding racks standing up to eight levels high into the holds on which cars will be loaded. The vessel can accommodate approximately 1,000 cars, which gives it a capacity similar to a smaller vehicle carrier. When the vessel reaches South America, the cars will be offloaded and the racks can then be folded and stowed so that vessel will load its normal pulp cargo for the return voyage.

COSCO reports that it has received strong demand for the new service and that it will permit them to increase the efficiency of the vessel which otherwise would have made the outbound voyage with no cargo. The company has signed agreements with major Chinese car manufacturers and plans to maintain outbound car transport as an ongoing service. They are also exploring fitting the racks to other vessels of the class.

The shipping line reports working with Dalian they were able to increase the efficiency of the ship and complete the construction despite the pandemic. In addition to the novel cargo arrangements, the COSCO Shipping Wisdom’s main and auxiliary engines are equipped with SCR systems, which meet the NOxTIERIII emission requirements. The ship was classed by the China Classification Society and also obtained additional notations such as smart ships and green ecological ships.

The delivery and naming ceremony for the new ship was conducted on August 10. She departed last Thursday, August 18 from the Taicang Port near Shanghai. She is bound for Valparaiso before proceeding to Lirquen where she will load the cargo of pulp for the return trip to China.
Source: https://maritime-executive.com/article/cosco-s-newest-bulker-transports-cars-outbound-from-china

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


The New York Shipping Exchange now offers performance-monitoring software.

NYSHEX’s first commercial software product, introduced earlier month, allows shippers to ascertain whether ocean carriers likely will provide container slots booked or reserved with them as far back as one year.

The software matches a carrier’s confirmed booking against a reservation, or pending booking, pointing out any shortfall or misalignment. Essentially, it gives shippers better visibility into short to medium-term container slot availability.

NYSHEX Allocation Management software directly addresses a critical, long-standing challenge for shippers of container cargo and their carriers: reliance on imperfect capacity allocation.

Moreover, Covid-19 supply chain snafus have further challenged capacity allocation efforts.

NYSHEX software essentially helps shippers gauge the likelihood of the contracted service being provided; it does not address capacity allocation planning methodology, Matthew Marshall, NYSHEX’s senior vice president, commercial, said during a recent interview.

The Saas (Software as a Service) tool, that NYSHEX developed internally, is the first of series of capacity allocation management modules that it plans to introduce later this month, Marshall said.

It is also NYSHEX’s first commercial software offering.

To date, seven-year-old NYSHEX has run a neutral booking exchange for containership capacity. Its contracts promote reliability through enforcement of strict contract terms that include fixed penalties for failure of either shippers or carriers to meet performance guarantees.

Additional NYSHEX software modules will help other supply chain partners — carriers and third-parties such as freight forwarders and NVOCCs (NonVessel Operating Common Carriers) — improve capacity allocation, Marshall said.

NYSHEX’s shipper-centric software reconciles a shipper’s pending booking request with a carrier’s confirmed booking. The confirmation offers reasonable assurance that the carrier will provide the contracted service.

“This is a designed solution for shippers,” Marshall said.

Typically, shippers seek booking confirmation about six to eight weeks before a scheduled sailing, Marshall said. That is the timeframe when accurate supply chain visibility becomes imperative to shippers and consignees and gives each adequate time to adjust bookings to correct any misalignment, Marshall said.

NYSHEX charges an undisclosed annual fee to lease the software, Marshall said. There also is one-time installation fee to format contracts, as well as a discounted, volume-based usage charge, starting at less than $10 per TEU, he said.

Shippers can upload their capacity allocations, often generated by ERP (Enterprise Resource Planning) software, into NYSHEX’s confirmation tool.

NYSHEX allocation management software is among the first such non-proprietary products offered. However, some Transportation Management Software packages include a similar module.

Also, at least one major international freight forwarder uses allocation management software, Marshall said.

 

CREWEXPRESS STCW REST HOURS SOFTWARE - Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) from 1st September 2022 to 30th November 2022


New York gasoline inventories are so low that suppliers are resorting to expensive US vessels to move fuel into the region and allay the potential for shortages.

Vessels Oregon and Sunshine State are en route to deliver fuel from Texas and Louisiana to New York by the end of the week, according to Bloomberg vessel tracking. The cargoes are likely to be gasoline, according to energy consultancy Kpler.

These movements underscore the need to refill gasoline and diesel tanks in the New York Harbor region, which stand at their emptiest levels in nearly three decades of government recordkeeping. Supply is shrinking at a time when falling pump prices have lifted the country’s gasoline demand to a year-to-date high. Diesel demand usually begins to rise this time of year with annual crop harvests and distributors trying to stock up ahead of the upcoming heating season.

It’s rare, but not unheard of, for Jones Act vessels to move Gulf Coast fuel into New York, said Reid I’Anson, senior commodity analyst at Kpler. The East Coast relies on the Colonial Pipeline to deliver fuel from the US’s Gulf Coast refining belt and exports from Europe. However, European exports have fallen this month, forcing the market to seek shipping alternatives.

A century-old shipping law known as the Jones Act requires all goods moved between US ports to be transported on ships that are built domestically. Jones Act freight rates typically command a hefty premium over rates for similar routes in the international market, and currently stands at $4.54 a barrel, according to price reporting agency Argus Media.

Shippers are only willing to pay these rates when fuel prices in New York rise to significant premiums over the Gulf Coast, as they are now at 44 cents a gallon, according to Bloomberg data. The Colonial pipeline has been operating at maximum capacity for the past few months.

New York also drew several gasoline cargoes from the Bahamas this month for the first time since May, Vortexa data show. Bahamas’ storage terminals can function as a transshipment hub for fuel coming out of the Gulf Coast.

Source: https://gcaptain.com/new-york-draws-rare-jones-act-cargoes-as-fuel-stocks-drop/

 

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