MSC India achieved another milestone in project cargo shipping solutions, with the loading of a 140-ton transformer on MSC Regina from the port of Mundra, India. This is the heaviest ever breakbulk parcel moved by container ship from India, surpassing MSC’s previous record. The transformer is destined for a greenfield power transmission development project in Zambia.
MSC’s previous heavy-lift record was for the loading of a 115-ton transformer in 2018 at Port of Nhava Sheva. India is catching up countries such as China, Germany, South Korea and the USA, where pieces of more than 200 tons have already been loaded successfully on container vessels.
MSC has always put the customer at the center of its business, including by providing access to dedicated project cargo equipment to ensure the loading goes smoothly. Lifting gears were used to make this a successful loading using the right combination of special equipment.
Credits: MSC
Putting onboard a 140-ton parcel is a substantial process and requires immense focus and precision. Our teams demonstrated excellent teamwork and ensured synchronized coordination between the terminals, operations teams, stevedores, technical surveyors, and the shipper to analyze the all the technical aspects of the loading.
We extend a special note of thanks to members of the team at Adani Mundra Terminal who extended their cooperation as always. This entire operation was completed in the allotted berthing window, enabling us to maintain the vessel’s service schedule.
The success of this operation has opened new doors for MSC to also cater to the heavy cargo category on container ships. This sets an excellent example of what perfect co-ordination and teamwork can do. Once again, we raised the bar, proving the expertise and hard work can make the impossible, possible.
We are grateful to all our teams who put in their best efforts.
Ships exporting Ukraine grain through the Black Sea will be protected by a 10 nautical mile buffer zone, according to long-awaited procedures agreed by Russia, Ukraine, Turkey and the United Nations on Monday and seen by Reuters.
The United Nations and Turkey brokered a deal last month after Russia’s Feb. 24 invasion of Ukraine halted grain exports, stoking a global food crisis that the United Nations says has pushed tens of millions more people into hunger.
Since then Russia, Ukraine, Turkey and the United Nations have been working to hammer out written procedures in the hope that it will assure shipping and insurance companies enough to resume grain and fertilizer shipments from the Ukrainian ports of Odesa, Chornomorsk and Yuzhny.
“We very much hope it will increase the traffic under this initiative,” said U.N. Secretary-General Antonio Guterres’ spokesman Stephane Dujarric after the procedures were agreed.
The initiative has been operating in a trial phase for the past two weeks. Ten ships – stuck in Ukraine since the war started – have departed with corn, soybeans and sunflower oil and meal. Two empty vessels have traveled to Ukraine to collect shipments.
The biggest ship yet, the Ocean Lion, is due to leave the port of Chornomorsk on Tuesday to deliver 64,720 metric tons of corn to South Korea, said the Joint Coordination Centre (JCC) on Monday. The JCC in Istanbul oversees the deal and is made up of Turkish, Russian, Ukrainian and U.N. officials.
Commercial operation
Ukraine, along with Russia, is a major global supplier of wheat and other foodstuffs. However, the first ship to depart Ukraine under the U.N. deal last week is now looking for another port to unload after the initial Lebanese buyer refused delivery, citing a more than five-month delay. read more
The United Nations has stressed that the export deal is a commercial – not humanitarian – operation that will be driven by the market. All ships are required to be inspected to allay Russian concerns they could be smuggling weapons in to Ukraine.
Neil Roberts, head of marine and aviation at Lloyd’s Market Association – which represents the interests of all underwriting businesses in the Lloyd’s of London insurance market – told Reuters that the industry could now “play its part.”
“The successful exit of multiple vessels was beyond the imagining of most people only a few weeks ago and to have come this far is extraordinary,” said Roberts. “To actually achieve the goals of the U.N.’s initiative would be something for historians to reflect on.”
Protection zone
The shipping and insurance industry wanted assurances of a secure journey with no threat of sea mines or attacks to their ships and crews. These are typically covered in standard operating procedures, which is what was agreed on Monday.
“The parties will not undertake any attacks against merchant vessels or other civilian vessels and port facilities engaged in this initiative,” according to the ‘procedures for merchant vessels’ document.
One insurance industry source said the procedures “read as a reassuring set of rules. But will all sides stick to it?”.
Under the agreed procedures, the JCC will provide information on the planned movement of ships through the maritime humanitarian corridor, which will be shared with Russia, Ukraine and Turkey’s military to prevent incidents.
Then as the vessel moves through the maritime humanitarian corridor it will be protected by a 10 nautical mile circle buffer zone around it.
“No military vessel, aircraft or UAVs (drones) will close to within 10 nautical miles of a merchant vessel transiting the Maritime Humanitarian Corridor, excluding territorial seas of Ukraine,” according to the document.
Ukraine’s President Volodymyr Zelenskiy said there was “every chance” the pace of exports could be maintained.
“The key is how in the days to come our partners will prove able to prevent any attempts by Russia to disrupt exports and again further provoke a world food crisis,” Zelenskiy said in a video address on Monday.
Russia has blamed Ukraine for stalling shipments by mining its port waters and rejects accusations Moscow is responsible for fueling the food crisis.
The vessel then started to offer a year-round program of four- and five-night cruises to the Caribbean and the Bahamas, with visits to Costa Maya, Amber Cove, Bimini and more.
Designed to reflect the sleek luxury of a yacht, the Scarlet Lady offers, according to Virgin, the intimate and elevated experience of a boutique hotel at sea.
An adults-only ship, it has over 20 dining venues, in addition to many entertainment options. One of the highlights is the vessel’s theater, known as The Red Room.
Considered a transformational multi-form showroom, the area can be used with four different configurations – a traditional Proscenium stage, an alley stage used in fashion shows, a dance flat-floor configuration and a reverse stage setup.
Another unique feature is The Manor, a two-story, 1970s-style nightclub inspired by Virgin’s heritage in the music business.
Container ship BF TIGER collided with understand, coastal cargo ship XINGHANG (XH489), southeast of Ningbo, Zhejiang province, East China sea, early in the morning Aug 7, while sailing in southern direction en route from Qingdao to Hong Kong. 118-meter long XH489 sank, of 4 people on board 3 were rescued, 1 died in collision. BF TIGER interrupted voyage and was brought to anchor off Ningbo. As of Aug 9, she remained in the same position.
The Australian Maritime Safety Authority (AMSA) has released its Port State Control (PSC) Annual Report for 2021, which shows that detention and deficiency rates per inspection have continued to remain low, according to AMSA’s release.
AMSA Executive Director of Operations, Michael Drake, said the authority’s reputation for having a zero-tolerance approach to non-compliance with internationally agreed standards, continued to have a positive influence on the quality of ships being brought to Australia.
The 2021 detention rate sat at just 5.6 per cent, down slightly from the 2020 detention rate of 5.9 per cent. The 2021 deficiency rate per inspection was just 2.2, almost on par with the 2020 rate of 2.1.
According to the American Association of Port Authorities (AAPA), the $3 billion grant will prove vital in establishing innovative projects at ports to boost resiliency, expand cargo-handling capacity, and reduce emissions across supply chains.
Alongside these funds, the Inflation Reduction Act contains other provisions ports can benefit from – including another $2.6 billion allocated to the National Oceanic and Atmospheric Administration (NOAA) for protecting coastal communities and marine habitats from extreme weather; and a $1 billion grant for the replacement of heavy-duty vehicles with zero-emissions alternatives.
“The creation of a federal grant programme to reduce emissions and electrify ports demonstrates the federal government’s unprecedented attention to port infrastructure needs,” said the AAPA
“This federal grant programme will signal to equipment manufacturers and private investors that this electrification technology at ports will be ubiquitous in the coming years.”
The bill awaits approval from the House, which is expected to pass it as early as this week before US President Joe Biden can sign it into law.
“This bill makes the largest investment ever in combatting the existential crisis of climate change. […] The House should pass this as soon as possible and I look forward to signing it into law,” said President Biden in a recent announcement.
A global energy crisis was under way long before Russia invaded Ukraine earlier this year. But the war has advanced regional energy problems and Europe, in particular, is in dire straits as it faces the approaching winter with low energy stocks and no chance of replenishing them before cold weather arrives in a few months time.
The pandemic masked energy security challenges as industrial activity declined and energy demand dipped. But now that most developed economies are recovering, the shortage of power is evident. Supplies of gas lie at the centre of the problem.
Apart from the US where exports are rising, there will be only limited new supplies of LNG in the near future. So, now that the war has taken vast quantities of gas out of the system, energy-starved countries are turning to the LNG spot market for gas at phenomenal prices. The few producers with spare export capacity can name their price.
Changing LNG trade patterns have not necessarily favoured the owners of these specialised ships. LNG from the US to Europe, for example, clocks up fewer tonne-miles than imports from the Middle East or Asia. Despite this, the LNG sector is firm and will remain so, thanks to higher volumes and demand for sea transport and fleet capacity constraints.
Ship supply constraints
The energy storm will worsen in the months ahead. There are four long-established LNG carrier construction yards, three in South Korea – Daewoo, Hyundai and Samsung – and Hudong in China. Two more Chinese builders have joined the short list recently – Dalian and Jiangnan – and another newcomer, Yangzijiang (YZJ) is expected to join the ranks.
All LNG construction facilities are full until well into the second half of the decade. Reflecting this, the most recent orders have been agreed at prices up by $60 million – latest contracts have closed at around $250m. Notably, these ships have relatively basic specifications. They are without some of the bells and whistles seen in past deliveries.
LR estimates that the annual production capacity of LNG builders is between 70-80 ships at the most. We also estimate that during the second half of this decade, liquefaction and trade demand volumes may require twice this number.
Some LNG producers who are ramping up exports have been caught out by the lack of construction capacity, hit by higher prices and longer delivery times. However, this has not deterred some companies from taking the plunge.
Where LNG liquefaction projects require delivery to terminal, key shipping players have not hesitated to work with new yards entering the LNG space. In this context some of the yard newcomers have already been booked for years ahead, limiting further any remnant yard capacity.
The upshot? The world will lack the LNG shipping capacity to meet transport demand by 2025, possibly before.
Lack of carbon efficiency
Meanwhile, much of the existing LNG fleet is unlikely to fare well when new IMO carbon efficiency regulations enter force in January. LR estimates that 400-plus existing LNG carriers in the 640 ship ocean-going fleet will fall in categories D and E of the carbon intensity indicator (CII).
This is largely because of inefficient steam-turbine and early diesel propulsion and a lack of boil-off management systems. Fundamental upgrades to lift them out of unacceptable D and E ratings into A, B or C categorise will be required.
Where such modifications prove uneconomic, owners may win a new lease of life for the ships as suitable candidates for conversions to floating storage units, with or without regasification capability. Floating technology is widely seen as the quickest way to raise import capacity and compensate for lost pipeline throughput.
But ship conversions will also take shipping capacity out of the market, generating more supply pressure. In carbon efficiency terms, these old ships may have poor ratings but they are still reliable vessels that the market could be in need of to balance demand.
Transition depends on security
There are fundamental issues to consider. We cannot have an energy transition without energy security and there is very little of that in many import-reliant countries right now. The planet’s energy security is under threat and carbon-free energy sources at scale are still many years away.
In the meantime, LNG is the cleanest hydrocarbon energy by far, and this applies to both the energy and the shipping sector. Ships using it as fuel make substantial emissions cuts. That said, methane slip remains a challenge but measuring its impact and applying the technologies being developed to tackle this problem will go a long way to improving LNG’s carbon footprint.
The world has abundant supplies of natural gas and plenty of existing export capacity with more under development. With pipelined gas in turmoil, LNG remains the reliable means to transport natural gas despite the cost of liquefaction and regasification. As things stand, and with the projected increase in LNG supply, before mid-decade, we will lack the capacity to ship LNG around the world in the volumes required.
A two-day conference on classification regulation and advanced technologies for naval ships and auxiliaries was organized in the national capital from August 4 to 5 with the aim of promoting indigenous warship building.
The conference was organised by the Directorate of Naval Architecture, Integrated Headquarters- Ministry of Defence (Navy) at Manohar Parrikar Institute for Defence Studies and Analysis in New Delhi, the Ministry of Defence said.
The theme of the conference was future naval ships- technologically transformative, economically viable and environmentally sustainable, the Ministery said.
The conference was aimed to provide a platform for the Indian Navy to achieve synergy between classification societies, various branches of the Indian Navy and Coast Guard, Indian Shipyards, DRDO Labs, academia etc, in the field of research and development as well as quality assurance and survey/ certification of naval ships and auxiliaries.
Senior delegates/ subject experts from seven major International Classification Societies such as ABS, BV, Class-NK, DNV-GL, IRS, LR and RINA participated in the conference, wherein 16 papers were presented by the class societies, ranging from the classification process for Naval Ships, Military Class Notations, Maritime Cyber Security, Advanced Digital Technologies, Naval Ship Signatures, Rules for Autonomous Vessels, Bio-safety on Naval Ships, Technology Qualification, Hybrid Powering and Decarbonization of Naval Ships.
In addition, various other technical aspects relevant to the design, construction and maintenance of Naval and other Government Ships were discussed by the delegates during QA sessions and on the sidelines of the conference.
The conference was inaugurated by Vice Admiral Sandeep Naithani, Chief of Material, Indian Navy on August 4 and its various sessions were keenly participated by more than 120 delegates, including Senior Officers of Naval Headquarters, Naval Command, Field Units, Coast Guards Headquarters.
Delegates from six DPSU Shipyards, DRDO Scientists and academia were also present at the Conference, the release stated.
The closing session was presided over by VAdm Kiran Deshmukh, Controller of Warship Production and Acquisition, Indian Navy on August 5.
There are “a huge number of challenges” facing the air cargo industry, and the broader aviation space, with staffing a major concern, according to TIACA director general Glyn Hughes.
In a podcast organised by Australia-based consultancy Logistics Executive Group, he began with a reminder of how, early in the year, air cargo continued to be buoyed by the “phenomenal” demand of 2021.
Capacity was still “woefully inadequate”, rates were “rocketing sky-high”, but the high value of goods to be transported by air meant such prices could be accommodated, he said.
“The industry was doing well and the global economy looking good, despite Covid. And then a certain event happened in Europe – the invasion of Ukraine.
This impacted energy costs, the price of fuel in the industry, the cost of production and consumers’ purchasing power, notably the cost of filling up with petrol, he said.
“All this led to economic activity slowing down pretty rapidly in Europe, and then pretty rapidly elsewhere. We’ve now got record-high inflation – and the number-one way governments and financial institutions address inflation is by increasing central bank rates.”
The upshot for the industry, he said, was that consumers had less to spend on things that are moved by air.
“Therefore, we’re seeing a curtailment of volumes, and at a time when we still have high fuel prices and closed airspace (as a result of western sanctions against Russia).”
While the slowing economy is impacting demand, staff shortages, across the entire aviation space, have emerged as a pressing issue, stressed Mr Hughes.
“At Amsterdam Schiphol, the government has mandated a reduction of flights during the course of the year – somewhere around 12%, the equivalent of 60,000, flights. London Heathrow and many other airports have had difficulties in re-hiring staff (post-Covid), which has meant the recovery in passenger traffic has been severely affected.”
He noted that air cargo players had been relying on the return of passenger flights, particularly on the transatlantic, where wide-body aircraft offer significant bellyhold capacity. This would have allowed the re-deployment of freighters that were being used on these routes (when there were no passenger services during Covid) to be moved elsewhere.
“Now that the passenger flights are not operating as they were initially intended, or hoped for, the question is, where is the capacity needed?
“Asia is still not open. So flight operations, let’s say to and from Hong Kong, China and many other places in Asia, are not as they were. And we’ve got a situation of staff shortages in places where it’s hampering recovery. Also, you’ve got the zero (Covid) tolerance policy in China as well.
“So when things start, they can suddenly stop because of a number of cases and then there is the prospect of a full lockdown. All-in-all, to use aviation terminology, it’s meant a lot of stalling. We’re doing climb-out, then we’re stalling; then we’re climbing out, then we’re stalling.”
Mr Hughes suggested that “when all the other conditions are back into the green-positive mode, the industry is going to be struggling because we are lacking handling, ramp and inspection staff and the certification process that allows workers to operate in a secure area takes a while (to obtain)”.
In other areas, such as technology, there are also staff shortages, he said.
“IT companies, which have done a tremendous job (in air cargo) in the past two years in expanding innovation and new solutions”, are finding it hard to recruit.”
The next generation of potential job candidates have spent the past couple of years “working from home, studying from home and socialising from home” – conditions imposed by Covid, said Mr Hughes.
“And if you were to say to those guys, ‘right, I need you to take this new job up and your shift starts is 3.30am, regardless of the weather, and then next week, you’ll be on ‘lates’, so you need to start at 5pm to 1am’.
“And the same with trucking, where drivers are faced with 180 days away from home each year.
“These are not attractive propositions, and we have to find new ways of enticing people which focus not just on the benefits, but on the value and the impact of the industry. We also have to look at technology.
“So there are a lot of challenges we have to address in order to attract and retain the ‘next-generation’ workforce.”
Jennifer Carpenter, President, and CEO of the American Waterways Operators (AWO) said that there is a challenge recruiting more workers to operate inland waterway vessels and the inclusion of women is vital.
Toward that end, she said “There is no room for sexual harassment or bullying in the maritime industry.”
Carpenter was responding to a question about the rape of a female U.S. Merchant Marine Academy Midshipman. Midshipmen X anonymously reported that she was raped during the ‘Sea Year’ training program on a U.S. flagged ship. The program and the U.S. Merchant Marine Academy at King’s Point, New York were the subject of repeated warnings about the need for better controls and safety. Since then, there have been revelations of sexual harassment and racist attacks at several other U.S. maritime schools.
Jennifer Carpenter, President, and CEO of the American Waterways Operators
Sexual Harassment & Female Inclusion
In an interview with AJOT, Carpenter said: “We are not going to have a culture where anyone feels unsafe in this industry. This industry must be committed to stamping out sexual harassment and bullying where ever it exists. We are eager to work with the U.S. Coast Guard and with Congress to make sure that sexual assault and sexual harassment is prohibited and enforced by legislation so that the Coast Guard can go after the licenses of perpetrators and get them off the boats. It’s not enough to say it’s safe here you are not going to get assaulted. Yeah, I hope not, but that is not enough. We’ve got to do better than that and create an environment that is welcoming to people.”
But a lot still needs to be done: “I’m not going to sugarcoat it and say we are 90% of the way there because we are not. We have a long way to go to get to a more inclusive industry. I am encouraged because I think there is a great commitment to create that inclusive environment and that we are on the way to make that happen. So, for women I would say there is a place for you. And we need you! Come on in! If there is anything that is unacceptable or unsafe, say something or do something so we can stamp that out.”
Maritime Career Possibilities
Carpenter said that a major challenge is recruiting younger people to make a career in the maritime industry: “So, we want to attract people who believe: ‘Yeah, I think it’s cool to work on the water’ and ‘Yeah, I want to be part of building out the offshore wind industry in this country’ and ‘Yeah, I want to move America’s energy products on the water so we are not dependent on offshore energy suppliers such as Vladimir Putin.’ There’s a lot of good about this industry and I think there are people who want to be part of this. We need to create an environment where people feel like ‘my work will be recognized and my work will be rewarded.’ “
Jones Act Waivers
As a result of actions by Congress and the Biden administration attempts to undermine U.S. build and U.S. manning requirements as provided under the Jones Act have been reduced: “I want to thank Congress and the Biden Administration who have taken a very firm stance against unnecessary waivers of the Jones Act. So, Congress in the last National Defense Authorization Act that passed in 2021 put guardrails around new Jones Act waivers which limit them in duration and which require more transparency which make even more explicit the need for a clear National Defense justification. Meanwhile, the Biden Administration has held the line against Jones Act waivers despite considerable pressure. There have been opportunistic efforts to request waivers due to the global instability with the Russian invasion of Ukraine and the rise of energy prices: My responses are: Don’t do it…It’s not legal and it’s not needed.”
Wind Industry
Carpenter says there is potential for new jobs and vessel operation business for the growing U.S. offshore wind industry: “I am the Vice President of the American Maritime Partnership which is the Jones Act Coalition. I also chair AMP’s offshore wind committee and I am really passionate about this because there is so much opportunity for American maritime in offshore wind. This is also a great opportunity for energy independence and greenhouse gas emission reductions … We are building up an industry from the ground up. It did not exist before. Sometimes we hear: ‘Why can’t we do things the way we did in Europe?’ and the answer is because this isn’t Europe. The question should be how can we meet policy objectives in compliance with U.S. law. Developers are engaging in partnerships with domestic maritime so you’ve got DEME Offshore partnering with Foss Maritime on the Vineyard Wind project (offshore Massachusetts). You’ve got Maersk and Kirby working together to build out Empire Wind (offshore New York State). Kirby is the largest U.S. tank barge operator. They didn’t have a wind division. Now they do. That tells you something about the opportunity for American maritime.”
Carpenter says she sees new opportunities developing as a result of Dominion Energy’s Coastal Virginia Offshore Wind (CVOW) project. Dominion says that when fully constructed in 2026, the CVOW project will “deliver up to 8.8 million megawatts per year of clean, renewable energy to the grid, powering up to 660,000 Virginia homes. Providing this power with wind energy will avoid as much as 5 million tons of carbon dioxide emissions annually—the equivalent of planting more than 80 million trees.”
Carpenter notes: “In my state of Virginia, you have Dominion Energy ordering a U.S. flagged wind turbine installation vessel at a U.S. shipyard. That’s the Keppel Shipyard in Brownsville, Texas. Dominion seized the business case for that. That’s fantastic. There’s money to be made here, I’m really bullish. Holding out for a Jones Act waiver is a loser… That dog don’t hunt. Recognize what the rules are and talk to the people who can meet your needs.”
US Shipbuilding
Carpenter says shipbuilding is a critical industry: “It is so important to our economic security. Do we want to build ships in China? That’s a ridiculous question in the current environment. We need the same attitude of priority and urgency contracting for workers in the shipbuilding industry as we are looking to attract workers in the maritime industry. I feel very good about the capability of U.S. shipyards to do what needs to be done to build out offshore wind. This is very much in the U.S. wheelhouse for feeder barges, ATBs (Articulated Tug Barges), tugs, to move floating wind components. We’re good at that in the U.S. … These are all things we have all done in the oil and gas sector. U.S. shipyards have long and good experience with these types of vessels and we can transfer that expertise to the offshore wind industry.”
New Market Opportunities for Inland and Coastal Vessels
There is more to be done to fully use the potential of the waterways and inland rivers to move cargo “in an environmental and sustainable way to get freight off crowded highways and away from population centers.”
She says: “Shippers’ experience over the last couple of years during the pandemic and supply chain disruptions and challenges with other modes, have people looking with new eyes at the potential of the waterways. I think that’s fantastic! Of course, there is work to be done to ensure you have the shoreside infrastructure support. So maybe it’s worth shippers doing a little upfront work to ensure that they have alternatives in transportation…”
She notes that when the Colonial Pipeline was the victim of a ransomware attack in May 2021, it infected some of the pipeline’s digital systems, shutting them down for several days: “When the Colonial Pipeline was down, you had inland barges who could move fuel to Nashville, Evansville, Illinois, and Paducah, Kentucky because there were rivers there and that kept people able to fuel their cars. That’s an example of how taking full advantage of our waterways gives us resiliency and it allows us to deal with transportation and logistics challenges, whether they are natural disasters, a pandemic, or some criminal act…”
She added: “Let’s take advantage of funds provided in the Infrastructure Investment and Jobs Act to invest in shoreside port infrastructure. There’s a huge opportunity there.”
Lower Emissions
Carpenter sees progress in the waterways industry reducing emissions but cites the importance of U.S. Department of Energy funding and support from the U.S. Environmental Protection Agency (EPA): “As we talk about sustainability, and lower zero carbon fuel there is an opportunity that the Department of Energy program for advanced vehicles and technology can help the industry. Vessel owners, and not just manufacturers of electric motor vehicles, can take advantage of funding opportunities to test innovative technologies in a maritime environment. Whether utilizing hydrogen or methanol fuel alternatives, testing these would be extremely constructive. Also, the EPA has a program that has been funded for engine repowering. There is a need to expand those programs because there is a lot of innovation out there. Being able to really implement new carbon reduction technologies at scale is going to require a lot of money. So, more funding for these programs enables vessel owners as well as ports to get out and install cleaner technology. Robustly funding these programs would be a positive next step. AWO has got a CEO level task force looking at decarbonization and it is going to be meeting later this Fall and one of the questions that was put out to the group is to help us put a little more clarity around our public policy agenda and what else would help. So, we may have some more asks when we dig a little deeper into this.”
Prospects for 2022
Carpenter says the industry’s economic fortunes are improving:
“It’s a lot better than 2021, and a lot better than 2020. I will say that the glass is half full. There has been a significant demand for marine transportation and that’s a good thing. The caveat is our work force challenges: you’ve got to have the people to take advantage of these opportunities. Also, everything is more expensive from steel, to paint, to engine components. And those are challenges. But I’m bullish on the future of this industry.”
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