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Marine Software Pioneer, Greensea Systems Inc. has recently been awarded a contract for a 2-year Phase II Option Period by the US Navy’s Office of Naval Research to continue the technology development for an Autonomous Hull Cleaning Vehicle. This is a continuation of the work that Greensea has been conducting through a Small Business Technology Transfer (STTR) program since 2018.

“The objective of this STTR is to develop a highly autonomous robotic system for proactively cleaning ship hulls, that can be operated easily and cost effectively with minimal supervision. The Navy is investigating this technology as a means to keep ships clear of biofouling in an environmentally sustainable way, ensuring fleet readiness and ultimately reducing hull related maintenance costs.” said Karl Lander, Armach Robotics’ Director of Regulatory Compliance and Outreach.

He went on to say, “The focus of the earlier Phase I and II efforts were to design, characterize, develop and test a navigation system that can provide the required accurate on-hull navigation. The focus of the newly awarded option period is to continue to refine the navigation and autonomy technology, demonstrate the capabilities through proactive cleaning of a vessel of significance to the US Navy, and deliver a complete data package for the cleaning system.”

A final requirement of any STTR program is to demonstrate the commercial viability of the technology, in addition to demonstrating its value to the US Navy. To achieve this, Greensea has developed a novel, hull-relative positioning system for use in a hull crawling robot designed and built by Armach Robotics. Using a combination of inertial and feature based sonar navigation, the Armach hull cleaning robot will be capable of determining and continually updating its position on the ship’s hull with extreme accuracy, allowing Greensea’s autonomy capabilities to free the operator from driving the robot.

To achieve the goals of Phase II, Greensea has partnered with the University of Maryland Centre for Environmental Science’s Maritime Environmental Resource Center (MERC) and Armach Robotics. MERC brings significant expertise in biofouling control methods and will provide critical support in independent, scientific assessments of the robots’ navigation, autonomy and cleaning technologies efficiency and efficacy. With Armach Robotics, a sister company of Greensea, providing the robots and robot operators to conduct field operations throughout the period of performance, Greensea will continue to focus on the navigation and autonomy refinement.

Source: https://cyprusshippingnews.com/2022/08/01/greensea-systems-partners-with-sister-company-armach-robotics-and-marylands-maritime-environmental-resource-center-leading-to-contract-award-from-us-navys-office-of-naval-research/


San Antonio Terminal Internacional (STI) kick started a major technological modernization plan by implementing a high-performance, private, wireless LTE 4G network. This technology will enable it to operate with higher security standards and provide next generation data services to the entire concession area.

“This makes STI the first port on the west coast of South America with a private LTE 4G network, which reaffirms its status as the country’s leading terminal and will ensure it continues to be so in the future,” highlighted STI’s CEO, Rodrigo Galleguillos.

The executive added that the objective is to move towards being a digital port and “the basis for that is to have a high-performance, next generation network for industrial use that will enable us–for example–to transmit higher quality data five times as fast and with a greater reach. As a result, we will continue to optimize our operations and service, on par with the world’s most important ports.”

Real time data capture will help enhance information flows, improve safety for workers and boost data security, in addition to supporting planning, operational and safety processes.

The plan, which calls for an investment of around US$ 2 million, includes the network, infrastructure and equipment and will also directly benefit workers as they will be able to use lighter, more ergonomic electronic devices.

The initiative is backed technically by Nokia and is part of the joint actions to extend the terminal concession until 2030. It is expected to be 100% operative by September of this year. In addition, the use of the LTE 4G spectrum by STI has been duly approved by the Undersecretary of Telecommunications.
Source: San Antonio Terminal Internacional (STI)


With the flow of Russian coal to Europe coming to a final end, buyers jostling for alternatives are increasingly in favor of tapping non-traditional markets, a development many believe, for better, will likely lead to the creation of new trade flows for the fuel.
While obvious substitutes like South Africa, Australia and Indonesia are a fallback plan for many European coal buyers, new origins like Tanzania, Kazakhstan and Nigeria are being positively considered as a further backup measure, sources told S&P Global Commodity Insights.

Even though coals from some of these origins have been around for some time, the fine prints of these probable new origins like coal reserves and production capacity are yet to be explicitly determined. But buyers have started exploring them as a full fledged plan of action due to competitive prices and quality in line with the requirement, market sources said.

“We have already booked cargoes from Tanzania and some from Kazakhstan as the coal quality is better than many other origins. A mine visit has been done in Nigeria too; the idea is to tap markets which have the potential but have not been explored much as supply from Russia was consistent,” a top Europe-based buyer said.

He said a few shipments from Tanzania and Kazakhstan have already entered Europe in the last two months, adding that earlier imports from these countries had occurred on a small scale but the volume was now likely to increase significantly.

The EU adopted a sanctions package in April banning Russian coal in response to alleged war crimes by Russia in Ukraine. The complete ban is scheduled to become effective from Aug. 10.

According to sources, an ideal specification for European plants would be 5,700 kcal/kg NAR or higher, with 0.8% sulfur and 20%-24% volatile matter, and the quality of coal from the new origins was closer to these specifications.

Kazakhstan has exported 2.85 million mt of coal and coke to the EU so far in 2022, against 0.81 million mt in full year 2021, according to data by S&P Global Commodities at Sea. The data also showed Mozambique increasing supply to Europe by over six times in 2022 compared to last year. Its thermal coal exports to Northwest Europe so far in 2022 clocked at 1.1 million mt, against 22,653 mt in full year 2021.

“Russian coal was perfect for Europe, it went straight to the power plants without any tinkering required. The same is not the case with origins like the US, South Africa and Indonesia; a good amount of blending will be required,” the buyer said. “The US’ coal has high sulfur and volatile matter, CAPP coal is not available in much quantity, and South Africa cannot cater to all of Europe’s needs.”

Price a key factor

Following the Ukraine invasion, global coal prices jumped to record highs as risks of disruption to energy markets rose and users were insecure about supply. Seaborne prices still remain close to record levels and a favorable arbitrage to deliver coal to Europe will understandably be a key factor when sourcing from these new origins.

Platts CIF ARA 6,000 kcal/kg NAR physical coal assessment rose to $375/mt on July 20 from $176/mt on Feb. 18, and not far from the all-time record of $432.50/mt on June 23, S&P Global Commodity Insights data showed. The most recent Platts assessment for FOB Baltimore 6,900 kcal/kg NAR coal for August loading was $270/mt, while FOB Nola 6,000 kcal/kg NAR was assessed at $260/mt, both similarly close to record highs, S&P Global data showed.

Meanwhile, the FOB Richards Bay 5,500 kcal/kg NAR was assessed at $232.15/mt July 22, and the 7-45 day price of FOB Kalimantan 4,200 kcal/kg GAR coal was $82.50/mt.

Traditional sources continue

Sources said coal prices from Tanzania, Kazakhstan and Nigeria are fairly competitive with South African and US prices, which is also a reason why European buyers are keen to source material from these regions.

“If they [European buyers] have less options, they have to take whatever is available as alternative to Russian coal. Tanzanian coal is good quality 6,000 kcal/kg NAR grade, one small cargo has come to India as well. Port restrictions are there in Tanzania but for Europe it is perfect coal in terms of quality,” an India-based trader with dealings in the European market said. “Since Kazakhstan is out of sanctions, people will take that as well but it is slightly lower grade than the South African coal.”

A market source said imports from South Africa, Indonesia and Australia have also been continuing. “I have booked eight Capesizes from Australia for September, close to 1 million mt from South Africa and some from Indonesia too,” he said, adding coal from anywhere was welcome now as supply is limited.

“Volumes from Kazakhstan to Turkey in June and July are anticipated to peg higher amid a reduction in alternative origins of supply, most notably Russia,” a Mediterranean-based trader said.

A US-based trader said while coal from Kazakhstan has been around for a couple of years due to its low sulfur, the transportation from this origin to anywhere remains a limiting factor. “If any of these origins are being discussed, I cannot imagine significant volumes without trader participation,” the trader said.
Source: Platts


Tanker values have surged to decade highs, on the back of strong earnings in the spot market. In its latest weekly report, shipbroker Gibson said that “over the past few years tanker owners have watched containership values surge to unbelievable levels, whilst their own values have struggled against a backdrop of weaker transportation fuel demand following the pandemic. However, gradually recovering oil consumption and the fallout of Russia’s aggression in Ukraine has propelled spot earnings and with that, secondhand values to levels not seen in over a decade. Newbuild prices had already firmed due to tighter yard availability and cost inflation; however, secondhand prices, which are more closely linked to near term spot market developments, only started to gain momentum at the end of last year, partly supported by increased optimism around oil demand and declining orderbook. Long delivery lead times, uncertain regulations and high yard pricing have also made secondhand tonnage a more attractive proposition, given the shorter investment timeline and prompter delivery a secondhand vessel offers. So, what factors might support further rises in values, or is the bubble about to burst?”

 

Source: Gibson Shipbrokers

According to Gibson, “for context, secondhand (basis 5 years old) MR values faced a downward trend through much of 2020, before stabilising in 2021 and growing impressively from $29 million in December to $34m at the time of writing. In fact, $34m for a 5 year old MR tanker today exceeds the price of a newbuild MR back in January 2021, and overall represents a 17% increase in the last 18 months. Aframaxes have shown even more impressive price rises, with a 5 year old values rising 50% since January 2021 to $51m to exceed newbuilding prices seen in early 2021”.

The shipbroker added that “yet prices could still be driven higher. Clearly, asset values will remain supported whilst the spot markets continue to be exceptionally strong. However, other factors could be equally as impactful. The implementation of a Russian oil embargo and a corresponding Western insurance ban will prevent many owners currently willing to transport Russian oil from doing so. As we move closer to December, it is likely that increased S&P activity will occur for buyers based in Russia, the Middle East and Asia, which will continue to support prices and mark a continuation of a trend already seen since the invasion”.

“Conversely, any easing of sanctions against Iran or Venezuela could have the opposite effect. If sanctions against these countries were to be removed, much of the current fleet servicing these trades could migrate into Russian business – again another trend observed to some extent already. There is also the question as to whether Europe has the resolve to press ahead with its Russian oil embargo and insurance ban at the end of the year, having recently softened current sanctions relating to Russian energy exports. Such an embargo could become even more difficult to enact, if Iranian and Venezuelan barrels remain off the market. Finally, there is the wider macroeconomic picture. Slowing global growth and recessionary fears all have the potential to lower demand for tankers and thus impact asset values and, whilst most major forecasting agencies still predict growth, consumer and business confidence continues to decline”, Gibson noted.

The shipbroker concluded that “ultimately, there is still the potential for further upside in tanker asset values; however, increasingly the downside risk is coming into focus. Owners can take comfort from a low orderbook and be encouraged by the reallocation of trade prompted by Russia’s invasion of Ukraine, yet how they balance this against the broader macroeconomic picture will ultimately depend on their appetite for risk”.
Nikos Roussanoglou, Hellenic Shipping News Worldwide


Capesize

The Capesize market lost ground throughout the week with the average of the five time charter routes trending down from $21,526 on Monday to $17,255 on Friday. The west Australia to Qingdao route lost $1 over the week, with fixtures at $9.75 at the close, whilst the Brazil to Qingdao trade fell below $26 by Friday. Limited activity surfaced from the North Atlantic region as both fronthaul and Transatlantic cargoes appeared lacking. A Saldanha Bay to Rotterdam cargo was fixed below $8 and an Australia to Ijmuiden cargo was fixed in the low/mid$20s, both showing a much lower time charter equivalent value on the backhaul run. The route index eventually dropped into negative territory at -$472. It was the first time since the end of February that the revised backhaul run fallen below 0 dollars. In contrast to the current negative sentiment, the peak of the year for the route was in May at over $30,000 per day.

Panamax

Another softer week for the Panamax market as owners felt the recent pressure continue across all basins, some limited resistance shown in the North Atlantic but this was largely position led with fundamentals weaker overall. The P1A route hovered in the $19,000s all week, although bids in the latter part of the week were heard to be closer to $17,500. Activity ex EC South America was mostly flat with end August/early September arrival dates floating around the $18,500 mark. Asia saw glimpses of fresh demand ex Australia and to a lesser degree NoPac, but rates drifted over the week with the tonnage count surpassing any demand. A rate of $16,750 was concluded by an 81,000-dwt delivery Japan for a NoPac round trip midweek, but returned closer to mid $15,000s for the same trade by the end of the week. Period activity was muted, however an 81,000-dwt delivery Vietnam achieved a shade over $20,000 for six to eight months trading.

Ultramax/Supramax

For the most part, Atlantic activity was limited with the summer season in full flow and negative sentiment visible across both basins. A 63,000-dwt open in Cotonou for early August fixed via East Coast South America to Singapore-Japan range at $24,000 and a 64,000-dwt fixed basis delivery East Coast South America to Singapore-Japan range at $18,800, plus a ballast bonus of $880,000. A 56,000-dwt fixed from SW Pass to the Continent with an intended cargo of Petcoke at $29,000 whilst a 55,000-dwt fixed from South Spain to West Africa at $21,000. In Asia a 58,000-dwt fixed from Singapore via Indonesia to China at $18,000. A 63,000-dwt was rumoured to have been fixed for a trip from Japan to the US Gulf at $22,000. On the period front a 63,000-dwt open prompt in Singapore fixed for four to six months at $33,000 with the scrubber for Charterers benefit.

Handysize

With largely negative sentiment this week, levels in most regions declined. A 37,000-dwt was fixed from Recalada to the Western Mediterranean with an intended cargo of grains at $32,000 and a 38,000-dwt fixed from Barcarena to Portugal at $28,000, both earlier in the week before brokers said that levels had started to diminish due to lack of enquiry. A 40,000-dwt was rumoured to have been fixed from the US East coast to Aquaba at $25,500. Asia was also in decline with a 38,000-dwt fixing from Singapore via Western Australia to South East Asia with an intended cargo of Alumina at $22,000. A 32,000-dwt was fixed from Japan to South East Asia with an intended cargo of slag at $16,500. A 38,000-dwt open in Kaohsiung end July fixing for two to three laden legs at $27,250 and a 32,000-dwt open in Lanshan fixing for two to three laden legs redelivery Singapore-Japan range at $20,750.
Source: The Baltic Exchange


Autonomous technology, AI-powered technology, as well as alternative propulsion systems are all part of today’s military fleets’ attempt to stay up to date and ready for future challenges. One of the most powerful naval forces in the world, the UK’s Royal Navy, has been at the forefront of these transformations, and its latest addition confirms it.
XV Patrick Blackett is the Navy's brand-new experimental vessel
The British military has already been intensively testing different types of robotic vessels, from minesweepers to patrol boats. Drones are another important part of the equation. In the future, autonomous aircraft could work hand in hand with autonomous vessels. NavyX is the name of the program that’s dedicated to getting this type of technology from concept to operational asset as fast as possible.

This is the Royal Navy’s “Autonomy and Lethality Accelerator,” gathering experts who are developing and testing the latest technology before rolling it out. These guys really move fast – the latest ship to join the fleet was purchased, adapted for the Navy’s use, and delivered in just 12 months. Since it’s part of NavyX, you can already tell that it’s no ordinary boat.

The XV Patrick Blackett is a floating testbed for technological innovations and autonomous systems. Instead of overloading the Navy’s regular ships, which are most of the time deployed in faraway places, this new ship will be entirely dedicated to experimentation.

The famous Damen Shipyard in the Netherlands is the one that built the test ship. It’s a Damen 4008 Fast Crew Supply ship with a length of 42 meters (138 feet) and a 297 GT, able to go as fast as 20 knots (23 mph/37 kph). It was also modified to support NavyX military operations.

This includes an innovative “plug-and-play” configuration that supports a new concept called PODS (Persistently Operationally Deployed Systems). Basically, the ship will be versatile enough to be adapted to different types of experiments and tests. Plus, its work deck is fitted with “container secure points” that allow a wider range of payloads to be embarked. A five-people crew will be handling this new beast.

Some of these future experiments include drones, autonomous vessels, and AI decision-making. According to the Navy, this new floating vessel might also be fitted with autonomous technology in the future. Until then, it’s gearing up to take part not just in the Navy’s experimental missions but also in NATO exercises.

The new XV Patrick Blackett was named after a former Royal Navy sailor and physicist. Blackett not only served in the Royal Navy in WWI and played an important strategic part during WWII but also won the Nobel Prize for Physics in 1948. There couldn’t have been a more fitting name for this new experimental vessel that’s also meant for game-changing missions.

Source” https://www.autoevolution.com/news/the-royal-navys-latest-toy-is-a-cutting-edge-experimental-vessel-194924.html

The US yard of Keppel Offshore & Marine delivered the 2,525 teu, LNG-powered, George III, built to a propriety design by the Singapore-headquartered group.

A second vessel the Janet Marie is currently under construction at the yard and the two containerships will be the first LNG-powered vessels to serve the US West Coast. They will be deployed by Pasha Hawaii on the Hawaii – US mainland Jones Act trade.

George III is also the first IGF compliant vessel certified by the United States Coast Guard.

David Wedgeworth, President of Keppel AmFELS, said, “We are pleased to deliver Pasha Hawaii’s first LNG-powered containership, which extends Keppel O&M’s track record in providing solutions for the gas value chain. By working closely with Pasha Hawaii, we were able to resolve operational challenges posed by Covid-19 and deliver the vessel to their satisfaction.

George Pasha, IV, President and CEO of The Pasha Group, said, “We look forward to beginning service to Hawaii in August and taking delivery of the Janet Marie later this year.”

Keppel AmFELS’ Wedgeworth added: “We are supporting the Jones Act market and are currently building Pasha Hawaii’s second LNG-fuelled containership, as well as other vessels for the offshore wind and dredging sectors.”

The Texas yard is building a wind turbine installation vessel in the US for Dominion Energy, as well as a high-specification Trailing Suction Hopper Dredger for Manson Construction.

Keppel Offshore & Marine is in the process of finalising a merger with its Singapore compatriot and rival yard group Sembcorp Marine, and returned to the black in the first half of 2022.

Source: https://www.seatrade-maritime.com/shipyards/keppel-delivers-first-lng-fuelled-containership-pasha-hawaii


The Philippines-based firm is buying a majority stake in PT East Java Development from Indo Port Holding Pte Ltd. and Eastlog Holding Pte Ltd. PT East Java Development has the concession rights, with 47 years remaining, to operate a multi-purpose terminal located in Lamongan Regency, East Java, Indonesia.

ICTSI is buying a 66.7% stake in the multipurpose port for $46.5m, the company announced in a filing to Securities and Exchange Commission.

The deal was inked was on 27 July.

“The purchase will increase ICTSI’s footprint in the growing Asia Pacific region and provide further service offerings to its global and local customer,” said ICTSI.

Source: https://www.seatrade-maritime.com/ports/ictsi-buys-indonesian-port-47m-deal


Using data from 2019, the study developed a methodology to identify where bunkering occurs and track resulting pollution. Focussing on Singapore—the world’s largest bunkering hub accounting for around a fifth of global marine fuel sales in 2019—the study found “residual marine fuel sales in Singapore leave a global air, water, and climate pollution footprint.”

Highlighting the difficulty of tracking and assigning emissions from international shipping, the report said that if emissions from bunkers sold in Singapore were added to its national GHG emissions, the country’s per-capita emissions would quadruple to be six times the world average.

“While Singapore’s marine fuel sales exert a global environmental footprint, much of the pollution is concentrated in seas and coastal areas neighbouring the country,” said the report.

ICCTICCT_Singapore_Bunker_Emissions.png

Emissions are at their highest around Singapore and Southeast Asia, with further hotspots in the South China Sea, Indian Ocean and across Oceania.

For Singapore and its neighbours, emissions from shipping have a tangible impact on premature deaths in coastal regions. As well as improving the health of their populations, nations could find commercial benefits from a move to less polluting fuels for shipping.

“Countries like China, Malaysia, Indonesia, and Australia could win twice by producing and selling renewable marine fuels at their ports: first by reducing local air and water pollution and second by capturing the economic benefits of new renewable marine fuel markets,” said the report.

The incentive to develop bunkering infrastructure is further improved by the nature of future fuels for the maritime industry; the power density of residual fuels means some container ships can sail for three months before bunkering, but the lower power density of future fuel contenders like LNG, methanol, ammonia and hydrogen may mean ships need to bunker more frequently and in more locations.

“As the preeminent seller of bunker fuel globally, Singapore will need to transition to low-carbon bunkering if it wants to remain an important bunkering port… Several steps should be considered. Singapore could halt further investment in fossil fuel bunkering infrastructure, for example by no longer registering new fossil fuel bunker barges.” said the study.

The report also suggested that Singapore advance green shipping corridors. “Relevant corridors may be along northward along coastal China and then extending to East Asia; westward to India, the Middle East, and then Europe; and throughout the ASEAN region to Australia (IAP, 2021). International agreements like the 2021 Clydebank Declaration could help structure that involvement.”

Source: https://www.seatrade-maritime.com/bunkering/singapore-bunkering-leaves-global-air-water-and-climate-pollution-footprint


According to China Association of the National Shipbuilding Industry (CANSI_, Chinese yards’ shipbuilding volume was 18.5m dwt for the first half of this year, declining 11.6% year-on-year; newly-received shipbuilding orders were 22.46m dwt, dropping 41.3%; orders on hand were 102.74m dwt, an increase of 18.6%.

Shipbuilding export volume was 15.81m dwt, dropping 11.6%; newly-received export shipbuilding orders were 20.44m dwt, falling 40.2%; export orders on hand were 91.13m dwt, growing 18.2%, accounting for 85.5%, 91% and 88.7% of national volume respectively.

The total shipbuilding exports value was $10.43bn, dropping 5.7%. Bulk carriers, tankers, gas carriers and containerships were the major export ship types, accounting for 68.2% of the total export value.

In the first six months, China’s shipbuilding output, newly-received shipbuilding orders and orders on hand in deadweight tonnage accounted for 45.2%, 50.8% and 47.8% of global market share, and the amount in gross tonnage accounted for 42%, 47.7% and 41.5% the world volume, ranking the country’s yards in first place globally according to CANSI.

The association forecasts that further external uncertainties will the affect shipbuilding industry’s development, with the global shipping market activity expected to remain strong the newbuilding market should deliver a high volume in the second half of this year.

Source: https://www.seatrade-maritime.com/shipyards/chinese-shipyard-newbuilding-orders-drop-41-h1


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