NYK Line, Nihon Shipyard and ClassNK have signed an MOU with Yara International (Yara) to jointly study the practical application of an ammonia-fuelled ammonia gas carrier (AFAGC) that uses ammonia as its main fuel. The project will also research possibility of realising zero emissions by utilising CO2-free hydrogen as a raw material for ammonia.
The project is part of joint R&D for the practical application of the world’s first AFAGC, which NYK Line, Nihon Shipyard, and ClassNK have been operating since August 2020. The AFAGC contributes to the reduction of CO2 emissions from ships by using ammonia as the main fuel and is expected to achieve zero emissions from ocean-going ships at an early stage by using ammonia as a marine fuel. It will also contribute to the establishment of a stable and economical supply chain for ammonia, for which demand is expected to grow in the future.
With the signing of the MOU with Yara, the Japanese trio will now proceed with studies based on more specific operational requirements, including ship design and development, by studying operational methods and regulatory compliance, and evaluating economic efficiency.
Damen Group’s inland vessel subsidiary Concordia Damen has signed what it claims is a historic contract with Netherlands vessel operator Lenten Scheepvaart. The contract, signed on 18 March by Harm Lenten and Concordia Damen CEO Chris Kornet, is for the construction of the first* ever inland waterway vessel to run on hydrogen.
The vessel, to be named Antonie, will be 135m long and boasts a revolutionary fuel cell propulsion. She will be used to transport salt between Delfzijl in the north of the Netherlands to Botlek in the Port of Rotterdam for Nouryon – a leading global chemical supplier.
Concordia Damen CEO Chris Kornet said of the contract, “At Concordia Damen we have always been at the forefront of bringing increased sustainability to our industry. Greening the inland shipping sector is something which we feel passionate about and we will continue to work towards this goal. I believe there will not be one single way to reduce emissions in our sector, but a number of approaches. Hydrogen is likely to play an important role in the achievement of zero emissions in inland shipping. Lenten Scheepvaart are to be commended for taking this leading role.”
Lenten Scheepvaart has received a subsidy for the construction of the vessel to the value of €4 million. The subsidy, from the Netherlands Governmental department of Infrastructure and Water Management, aims to stimulate the development the use of hydrogen as a fuel on the path towards zero emissions inland shipping. Likewise, the vessel and its operation will benefit from the subsidised hydrogen bunker station in Delfzijl.
*The claim to be the first ever inland vessel to run on hydrogen may be disputed by those involved in a retrofit project announced some two weeks before the contract for Antonie was inked. Details of that vessel were reported by ShipInsight here.
Kongsberg Maritime has launched two innovative waterjet control systems based on its new JCS (Jet Control System) common technology platform: JCS Compact and JCS Extended. The use of standardised components across both systems keeps costs down and enhances operational simplicity.
JCS Compact is a tailored, closed-loop control system solution designed to manage the steering, reversing bucket and optional interceptor functions on small- to medium-sized waterjets. It can be used with either one or two control stations and a single waterjet propulsion unit or, for full redundancy and operational safety in the event of unforeseen issues, a dual-waterjet configuration.
Each JCS Compact, complete with waterjet unit and hydraulic components, is factory tested and pre-calibrated before delivery. Its modest dimensions, plug-in assembly and easy-to-follow system start-up instructions make installation and commissioning simple.
In use, the system works together with the waterjet propulsors to provide accurate, smooth and reliable control. A high-contrast 2.8” display panel provides a visual representation of the steering angle and reversing bucket position and shows informational parameters and alarms, with a variable brightness control to ensure optimal visibility in both direct sunlight and night-time operations.
JCS Extended applies the same seamless functionality but on a larger, more advanced scale. Just like its smaller sibling, JCS Extended is used to control waterjet steering, reversing bucket and optional interceptor functions, but can accommodate up to three control stations and four waterjet propulsion units. Similar to the JCS Compact, the integrated feedback signals provide maximum accuracy in operating the waterjet hydraulic valves. In addition, the Extended system allows for an optional GNSS antenna.
JCS Extended also offers a variety of advanced, built-in optional functions for optimal operational smoothness and stability. Auto Positioning, Anchor Point, Auto Heading and Trim Assist provide optimal craft operability and can lead to lower operational costs in terms of fuel savings. Park Mode enables hydraulic cylinder rods to be withdrawn to prevent fouling when vessels are docked in areas with a high concentration of bio-organisms.
Each control station used with the JCS Extended solution will have its own high-contrast 7” display, with dedicated views providing detailed information for each specific function. On the bridge, design factors such as joystick and armrest integration have been ergonomically updated, while an optional secure remote access solution provides users with high-level KONGSBERG servicing support and enhanced alarm traceability.
“These sophisticated but tough new waterjet control systems are constructed with our usual care to ensure top performance even in the most extreme conditions,” said Gunder Norrbygård, Technical Product Manager, Kongsberg Maritime. “Flexibility is also key, with advanced optional functionalities and the ability for customers to adapt the systems to fulfil their requirements.”
Lloyd’s Register (LR) has appointed Kevin Humphreys as its new Marine and Offshore President for the Americas, and has promoted Sung-Gu Park to President, responsible for the North East Asia region, including South Korea and Japan.
The appointments form part of LR’s strategic focus to support its maritime clients address the demands of changing technology and the drive to decarbonise. Working closely as a trusted advisor, LR will help clients with the significant investment decisions needed in the decade ahead.
Commenting on the new appointments, LR Marine and Offshore Director, Mark Darley, said, “Lloyd’s Register is building our compliance products, services and digital solutions to better support our clients going through transformational change and build future class services that meet their needs. These two significant appointments in key markets will support these ambitions. We are delighted to welcome Kevin from Wärtsilä and to recognise Sung-Gu’s considerable efforts in recent years.”
New Americas President, Kevin Humphreys, said, “I am delighted to be joining Lloyd’s Register at this exciting time for the business and taking the helm in the Americas where I look to use my considerable experience of bulk and tanker markets to add tonnage and drive profitability.”
North East Asia President, Sung-Gu Park, said, “As the industry continues to digitalise and decarbonise, I’m excited to lead the North East Asia team, building on skills, expertise and work with key designers and yards in the region I’ve developed over the last 14 years at Lloyd’s Register.”
Humphreys, who has more than 30 years of maritime experience in commercial and operational roles, joins from Wärtsilä where he was General Manager for market innovation and global merchant shipping sales. Succeeding John Hicks, who has taken up the role of LR Strategic Implementation Director, Humphreys has a background in engineering, having completed a bachelor’s degree in Marine Engineering Systems and Nuclear Engineering.
Park has worked at LR since 2007 and has held a variety of technical and strategic marketing roles across China, Korea and the UK. He has been at the forefront of LR’s partnerships and joint developments with key clients, working on pilot projects for 3D plan approval, initial design software, digital services and other initiatives to position LR as innovation leaders with designers and yards in North East Asia. Most recently, Park has led the Busan Technical Support Office in Korea, and succeeds JT Lee, who is moving into a new role as LR Ambassador.
Compliance and navigation specialist OneOcean has announced that its digital logbook solution, LogCentral, has now been officially certified by Lloyd’s Register paving the way for it to gain acceptance from flag states that required this step from a classification society. LogCentral has already become widely accepted across many flag states around the world, providing a simple, standardised, and efficient means of record-keeping.
Following a series of stringent tests, the Lloyd’s Register certification now classifies LogCentral as a product that conforms to all current regulations, including those instituted by the IMO and MARPOL. This certification signifies that the solution has been legally recognised as a comprehensive alternative for paper record books.
Shoreside teams can benefit from a new level of insight into vessel operations through remote access to records that are up to date and intelligently validated. Management personnel on shore can access vessel data almost as soon as details have been logged and approved. This level of oversight reduces risk of error and provides assurance that logbooks can easily be submitted to authorities. As an electronic logbook solution, it has proven to be extremely useful under the current circumstances, where Covid restrictions can cause real difficulties in validating paper logbooks by head offices or authorities.
Shoreside teams will now be able to analyse and leverage data more quickly, with a clear picture of what equipment and system checks need to be carried out, and when. LogCentral’s built-in analytical capabilities enable benchmarking and trend analysis to be carried out both on individual vessels and across fleets. This reduces vessel downtime as maintenance work can be planned well before potential component failures occur. This data can also be used to provide more accurate estimates and assessments to stakeholders, including ship owners, managers, or charterers and as a feed into Vessel Performance analysis.
LogCentral is simple and intuitive to use. All daily operational information, including disposals and emissions, can be precisely recorded. This facilitates and proves compliance with MARPOL and other environmental regulations for pollution prevention and control in any given region. In addition, the solution helps to reduce the likelihood of errors by linking records, providing comprehensive validation mechanisms, and using auto-fill areas to issue visual alerts if inaccurate data is entered. OneOcean has the only truly global database of environmental regulations.
“We are very proud to have officially obtained the Lloyd’s Register classification,” said Martin Taylor, OneOcean CEO. “This approval is an official affirmation of LogCentral’s importance as an easily-applicable digital solution that will generate ongoing efficiencies for shipping companies worldwide. Shoreside teams can compare and analyse historical vessel data alongside real-time monitoring of ship activity to identify trends and gain insight needed to optimise operations. This will lend a whole new certitude to decision-making. LogCentral is the latest step in helping our customers through their digital journey.”
The state port authority of Alabama has initiated work on the Mobile Ship Channel. This up-gradation is part of the $365.7 million Mobile Harbor project which is due for completion in 2025. The work has been started with the deepening and widening of the Mobile ship channel.
Mobile is the only deepwater port in Alabama and has a number of bulk and breakbulk piers. It also houses a cruise terminal and APM terminals. The port authority has stated that the bay channel will be widened by 100ft for the length of about three nautical miles. This among other safety improvements will make two-way traffic along the channel possible. In addition to this the bar, bay, and river channels will be deepened by about 50ft, the wave allowances and advanced maintenance will also be taken into consideration and depth increased accordingly.
Senator Richard Shelby stated that he was pleased that the construction aimed to deepen and widen the Port of Mobile was finally becoming a reality. He also stated that this had been his highest priority for many years. The port has been making significant investments anticipating the construction of a deeper channel. Just over the previous year, 20 acres of container handling yard have been added to the port and the existing docks have been extended to accommodate two post-Panamax boxships. The project cost the port authority over $50 million.
Senator Richard Shelby has been an ardent advocate for harbor improvements. He has stated that the project would improve Alabama’s fortunes, providing greater economic opportunities and that the modernization of this port will pay off, giving a competitive edge to the United States in the global market. Alabama is providing financial support to the project by the issuance of a $150 million bond.
Cosco shipping ports has signed an agreement with the Chinese group CHEC SAC – CCCC4TH for the development and construction of a new multipurpose port in Chancay, Peru. The contract was awarded through a tender and the cost of the project is estimated to be about $600 million. The contract also includes docks, storage space, breakwaters as well as maintenance of operational areas.
The construction of the first pier is expected to be completed by the first half of 2023. Machinery is being mobilized and the preparations to begin constructions are in the final phase.
The port is located about 60 kilometers north of the financial and business capital Lima. It is designed to receive general cargo with the exclusion of bulk minerals and containerized goods. The construction of this port will create a direct route from Asia to Peru and the surrounding region. It is expected that the port will have a receiving capacity of 6 million tonnes of general cargo and about 1.5 million TEU’s per year.
The Ministry has stated that the construction of this port will considerably boost the economy and encourage exports. It will generate business opportunities and employment for over 9000 people, 90% of which will be taken up by local people.
Another salient feature of the port will be the connecting tunnel that will connect the port entrance and the port’s operational area. This tunnel will be about 1.8 km long and will be exclusively used for cargo traffic thus reducing congestion on public roads.
The deal for this terminal was signed in May 2019, followed by protests by the local public, stating that the emission of toxic pollutants, noise pollution, large-scale alteration of the coastline, and the destruction of flora and fauna of the area would irreparably damage the local ecosystem. In addition to this, the locals feared the displacement of their homes. The protest was followed by some changes in the plans presented by Cosco and Volcan, and despite the criticism, the project was approved in December 2020. Cosco representatives have claimed that they have the public’s support and that the project is in full compliance with necessary procedures. They further stated that they have obtained permits and licenses and are working in tandem with Peruvian ministries and agencies.
The United Nations uses June 5 every year as an opportunity to draw public attention to the negative impacts of IUU, which undermine its sustainable development goals to ensure fisheries can provide food and jobs. This year, questions over sustainability and the consumption of seafood have found their way into mainstream debate following a controversial Netflix documentary, Seaspiracy.
More than a third of the world’s fish stocks are overfished, meaning taken at a rate where they cannot replenish themselves. Illegal activity adds even more pressure, degrading the marine environment, making it harder to determine fish numbers, and harming the prospects of legal fishers and people in the poorest parts of the world.
What is IUU fishing?
Illegal, unreported and unregulated fishing (IUU) includes all fishing that breaks fisheries laws and regulations or occurs outside their reach.
Illegal fishing usually means without a licence, in an area where fishing is banned, with prohibited gear, over a quota, or for protected species. Very often it’s a vessel entering a nation’s water with no fishing licence, or fishing with a licence but catching more than is allowed.
Then there is the problem of unreported and under-reported catches by licensed vessels looking to flout quotas or catch prohibited species.
Though most of the world’s fish are caught in the national waters of coastal states – within 200 nautical miles of their shorelines – a lot of unregulated fishing occurs beyond that on the high seas, which cover almost 45 percent of our planet. Patchy regulation and enforcement in this vast area allow rampant IUU.
Where does it happen?
IUU occurs everywhere, from shallow coastal or inland waters to the most remote stretches of the ocean. It particularly affects nations in the global south where fisheries management may be poorly developed, or where there are limited resources to oversee their waters or enforce regulations. West Africa and the Western Central Pacific are assessed as having the highest rates of illegal fishing, followed by the Bering Sea and the Southwest Atlantic.
How much fish is caught illegally?
There are no reliable figures on global IUU – but experts estimate that more than one in five (22%) landed fish is caught illegally, with this figure rising as to one in four off Africa. Every year, an estimated $26-50 billion worth of revenue is lost to IUU.
Why is IUU such a serious threat?
IUU contributes to the over-exploitation of fish populations, hinders their recovery and damages the marine environment. Thousands of marine species die as bycatch and delicate habitats are destroyed by the unregulated use of harmful practices like bottom-trawling.
IUU adversely affects the wellbeing of fishing communities, especially in the global south where many people rely on fish for food and revenue. It exacerbates poverty and contributes heavily to food insecurity. It also has direct ties to organized crime including human trafficking, drug smuggling, and slavery.
Why does IUU fishing happen?
The main driver is money – fishers pay no taxes or duties on their illegal catches. But IUU only happens because offenders can get away with it. It is most common in countries unable to set up or enforce effective fisheries controls.
What enables IUU?
One major obstacle in the fight against IUU is flags of convenience – flown by foreign fishing vessels to take advantage of minimal regulation, cheap registration fees, low or no taxes and the ability to employ cheap labor. While the practice is not illegal, using a flag of convenience allows IUU fishers to conceal their operations or avoid international laws designed to conserve marine resources. Thirty-five nations have open registries where an owner doesn’t need to meet any nationality or residency requirements. Open registries conceal the true owners of a vessel; facilitate tax avoidance and appalling working conditions for seafarers; and are linked to devastating oil spills.
Another common IUU practice is transshipment – where vessels fishing in the high seas for high-value species like tuna offload their catch onto refrigerated transport vessels known as “reefers.” The reefers bring food, fuel, bait and labor and take away the catch as boxes of frozen fish. It is technically legal and a cost-effective way for vessels to remain at sea for longer. But because the vessels do not come into port, it is hard to determine whether the catch is legal.
How can IUU fishing be stopped?
A number of mechanisms exist or are being negotiated over in an attempt to bring an end to this damaging black market.
The UN has chosen June 5 as Fight against IUU Day because it’s the anniversary of when the Port State Measures Agreement (PSMA) came into effect in June 2016. This is the first binding international agreement to stop illegally caught fish entering markets through ports. To date, 68 nations plus the European Union are party to the PSMA. China, as the world’s fishing superpower, is key, and it is hoped it will ratify it soon.
The UN’s Sustainable Development Goal 14, “Life Below Water,” calls for an end to harmful subsidies that contribute to overcapacity, overfishing and IUU. The World Trade Organisation has been trying to resolve this issue for nearly 20 years, and last year it failed to meet its 2020 deadline, partly due to COVID-19. But there are signs a deal may finally be in sight: the new director-general, Ngozi Okonjo-Iweala of Nigeria, has made fisheries subsidies a priority, and is convening a ministerial conference in July with the aim of finalizing negotiations.
Better monitoring, control and surveillance are defending marine protected areas globally and there are industry and national efforts to increase the traceability of seafood throughout the supply chain. Technology such as vessel monitoring systems (VMS), automatic identification systems (AIS) and on-board Electronic Monitoring is helping authorities spot vessels fishing beyond legal limits.
What can consumers do?
Ultimately, IUU fishing is a response to the ever-increasing global appetite for seafood. Consumers can play their part alongside international efforts by making informed choices where possible. Look for trusted labels such as the international Marine Stewardship Council (MSC) which verifies your fish was caught transparently. Or use online resources to learn about which species are best to buy and which to avoid. You can also put pressure on your country’s representatives to reach an ambitious deal at the WTO subsidies negotiations.
Jessica Aldred is special projects editor for China Dialogue, focusing on globally important environment themes including the ocean and biodiversity. She spent 10 years as deputy environment editor at the Guardian, and has nearly 20 years’ experience working in the newsrooms of major media organizations in London, Sydney and Melbourne.
Jun 6 UPDATE: As of 0330 UTC Jun 6, the ship is still aground with CG boat nearby.
Jun 5: General cargo ship RAMONA ran aground at around 0100 UTC Jun 5 on a western coast of Faro island, Gotland, Sweden, looking like she sailed straight to the coast, probably officer on watch falling asleep. The ship’s en route from Klintehamn Gotland to Riga Latvia, with cargo of logs. CG boat nearby.
I have something to confess. I am, and have been for some time, obsessed with port call optimization. It was the simplicity of it all that attracted me, the idea that if we all shared our data and worked together, we could achieve great things for the benefit of an entire community.
Of late, that beautiful paragon appears to have all but dissipated and we’re left with a slew of companies each proclaiming to have the answer to all of our port call problems. I’ll admit we fit into that category too, but more on that later. Has the commercialization of port call optimization steered us away from its original path or was the scope of the problem too great, with commodification being the only clear way to tackle it?
Almost fifteen years ago to the day, the International Harbour Masters Association embarked upon a quest that would spark the imagination of the entire maritime industry, creating a maelstrom of ideas, strategies, and concepts ensuring the sustainability of commercial shipping. If we go back to the very beginning, the four key deliverables were to bring about lower costs, a cleaner environment, increased reliability and better safety for ports, terminals and shipping lines service providers. Or in other words, shipping utopia.
Firstly, there was the question of master data sharing, enhancing the safety of arrival and departure from port in relation to vessel and berth compatibility, and secondly, sharing of information relating specifically to the port call itself, including cargo operations completion timings. Put together, these two data streams, which arise from numerous different sources at all times of the day and night in any given port worldwide, should theoretically allow vessels to undertake each port call in a timely fashion. This would lead to reduced fuel consumption and emissions as well as keeping the fleet on schedule.
The International Taskforce for Port Call Optimization was established but, from the very start of the project, there was a commercial aspect at play, with one very large group taking the helm and indeed responsibility for a port’s rendezvous of nautical and terminal operations. It’s no secret that originally Pronto, an initiative born from the Avanti project and using IMO FAL standards, was developed as a non-commercialized entity; an idea of best practice if you will. But, as well as being industry partners of the International Taskforce for Port Call Optimization, the Port of Rotterdam, were commercial visionaries and one of the first businesses to capitalize on port call optimization with Pronto.
Did that action set a new course for the journey of port call optimization and could it be argued that in doing so, the very data we set out to share has become even more siloed, wrapped up in mysterious fortresses of products and services all competing with each other? The Taskforce states itself that “ports tend to develop projects for one port only, as they might be in competition with other ports”, and this is precisely what has happened. Ports and terminals that are now far advanced in digitalization have been able to work directly with solution providers to create bespoke services that meet their specific needs. The future cannot be predicted but one can imagine the challenge ahead for those ports that are not early adopters.
On the other hand, there is the continued and valued efforts of a committed group of individuals, who together and individually have researched white papers, articles and a whole host of other documentation for the sole purpose of advocating and progressing the port call optimization initiative. The recent UNCTAD paper stressing the importance of the digitalization of port calls has been shared and quoted numerous times over the past year. Furthermore, a team of authors led by Mikael Lind have written two academic books focusing on maritime informatics as an “emerging discipline for a digitally connected efficient, sustainable and resilient industry.” This blueprint and the many supporting papers and articles that relate to it and port call optimization as a discipline are proof that the requirement for structure and guidance is still very much a continuing work.
It is clear that there are individuals and organizations that are unbiased and will promote the core themes of port call optimization; collaboration being one of the most prominent, but possibly the most neglected. In 2019, Intelligent Cargo Systems delivered the first of its Guides to Port Call Optimization and within it, a selection of innovative companies operating in that space were featured. There weren’t, and still aren’t, any partnerships or promotional quid pro quo arrangements in place with any of the companies; it was all done on the basis of working together for a common goal. So, whilst we are very much in the business of providing our own solutions to port call optimization, we are still very much mindful of the reasons why we’re doing it, which is to work together towards sustainability for our industry and the world we live in.
Perhaps a lack of outward guidance from the IMO has enabled port call optimization to be commercialized? Without definitive direction, the industry and its key players must make their own decisions and this eliminates the opportunity for cohesion. The IMHA has presented nine stages to its development plan of port call optimization, the final stage being to connect to IMO and IHO programs. According to their website, only the first three have been completed.
This is not to say that the IMO have been inert regarding port call optimization initiatives. The IMO-GloMEEP Global Industry Alliance has tested and demonstrated the benefits of port call optimization in a series of tabletop exercises, under a voluntary public-private cooperation.
History demonstrates that implementing new policies and procedures within the shipping industry is a slow process and one that requires careful consideration and compliance from all stakeholders, but surely this has already been achieved? The IMO’s Sulphur Cap mandate of a 50% reduction in GHG (greenhouse gas) emissions from 2008 levels by 2050 falls directly in line with one of the primary objectives of port call optimization; to reduce emissions and create a cleaner environment. With shipping companies and ports onboard, it is not unreasonable to expect a more direct approach in regards to the implementation and standardization of port call optimization from the IMO.
Ultimately, somewhere between those heady days in 2006 and today, the very premise of port call optimization, so elegantly epitomized by the IHMA seems to have been lost at sea: “Shipping (companies), their agents and ports are sitting down together to work on a solution that can work for every trade, for every port, from port to port and end to end.” As the race to reduce emissions and improve our sustainability with smarter and cleaner shipping becomes increasingly critical, we have to remember that this race is one that cannot be won alone.
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