North Star’s new UK built hybrid powered daughter craft, the first of its type specifically designed for the offshore wind market, has been launched at a naming ceremony held at the RoyalNorfolk and Suffolk Yacht club in Lowestoft, adjacent to the firm’s regional operations hub.

The vessel was christened ‘Grace Darling’ in honour of a famous lighthouse keeper’s daughter from the North East of England who risked her life in 1838 to save the stranded survivors of a wrecked merchant ship travelling from Hull to Dundee. Her life changed dramatically after her feat of bravery made the front pages of the national press and was reportedly read by Queen Victoria. A RNLI museum to mark her life was established in Bamburgh, Northumberland, in 1938.

The VIP event was attended by a number of the UK’s leading offshore wind developers, after the daughter craft was delivered ahead of schedule to further performance and field operations readiness, prior to the firm receiving the planned early delivery of its service operations vessel (SOV) mothership to the Port of Tyne early next year. This will include a performance analysis and enhancements programme on the daughter craft, as well as crew familiarisation.

The Grace Darling is the first of four hybrid craft being built by Alicat Workboats for the leading offshore infrastructure support vessel operator. The full fleet, developed by sustainable naval architect specialist Chartwell Marine, will all carry the names of iconic women from The North East of England’s past to reflect the firm’s first offshore wind projects being supported out of the region, as well as its ongoing commitment to hiring locally and investing in the area’s supply chain companies.

Daughter craft support the safe transfer of in field wind farm technicians between the SOV, where they live while working offshore, to the wind turbines to undertake routine or remedial maintenance. They are also used for trips to and from shore with deliveries.

Matthew Gordon, North Star CEO said: “We are very pleased to have officially launched the Grace Darling and bring the world’s first offshore wind hybrid propulsion daughter craft to market. There is a long history of iconic women hailing from the region, and we wanted to enhance their legacy by naming our new green fleet in their memory as well as commemorate our local roots.

“Our unique model has been purpose designed and built under North Star’s guidance to deliver high performance and quality client service logistics after our extensive market research revealed that no existing model came close to what we want to achieve. The Grace Darling is the first of our next generation and new breed of sustainable, reliable, comfortable fleet that will deliver substantial value and efficiencies to our wind farm clients.

“We fully support the UK’s ship building industry and we are very fortunate to have a wealth of talent on our doorstep in The North East. We are 100% committed to investing in the local supply chain where possible to help drive forward our continued growth in the UK and European offshore wind markets.”

The new hybrid propulsion daughter craft deploys research and development conducted as part of the Carbon Trust’s Offshore Wind Accelerator programme with the aim of reducing carbon emissions and improving performance. The vessel has been extensively tank tested for enhanced sea state operability and safe transfer, providing improved comfort and operational safety for technicians.

North Star has the largest daughtercraft fleet in Europe, which is set to rise from 63 to 67 assets in the next 12months as all four hybrid powered craft for offshore wind are delivered. Withstrategic locations in Lowestoft, Newcastle and Aberdeen, the business employs 1,300personnel, including 100 deck and engineering cadets enrolled in its three-yeartraining programme, now in its 26th year.

The Grace Darling being christened by Renewables Director, Andrew Duncan’s daughter Poppy

Source: https://www.maritimeeconomy.com/post-details.php?post_id=aGlmZw==&post_name=North%20Stars%20new%20vessel%20fleet%20honours%20famous%20women%20from%20The%20North%20East%20of%20Englands%20rich%20history&segment_name=27

 

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


Ship design for CO₂ carriage is evolving rapidly with yards exploring various ship sizes and different pressure/temperature capabilities. While only a handful of small vessels have been ordered to date, there are strong indications that demand for CO₂ carriage will grow. Interest in the sector during Q2-2022 has outstripped even our expectations, but this interest is creating exaggerated demand, leading to confusion and price inflation. In this article we examine recent market movements for liquid CO₂ carriage and look ahead at what we might expect as the market matures.

 

Can we expect CO₂ carriage to grow significantly?
Yes, given the current drive to reduce CO₂ emissions, this is likely.

Will many more CO₂ carriers be contracted?
Almost certainly. What is less certain however is the number, size and design of these vessels as this will depend on firm projects being realised. The diversity of size/design requirements for CO₂ carriage and the costs involved means speculative orders are unlikely. Instead, we anticipate vessels being ordered against firm, long-term projects.

What is the current market situation?
Carbon Capture and Storage (CCS) with a shipping element, is still at an evolutionary stage. The impetus comes from industrial companies, often driven by engineering and upstream divisions. Shipping strategy has not evolved in the same way it has in established liquid gas trades, resulting in a number of unknown factors and a lack of experience. For the time being, the market may continue to be confusing and unstructured despite the significant investments being contemplated.

What is the solution to this?
Over time yards will gain experience as to how best to field CO₂ enquiries. It seems likely that initially, only a small percentage of enquiries may result in orders with significant wasted resources. In time however, the industry will be better understood and become more efficient. For now, yards may be reticent to engage in CO₂ carrier enquiries compared to their willingness to handle those for more established gas ship designs.

What is currently happening with CO₂ vessel design?
Virtually all the major shipyards in China, South Korea and Japan are working on CO₂ vessel designs. These range from 4,500 CBM right up to 70,000 CBM capacity and are at various stages of advancement. Clarksons is closely following the evolution of design specifications and prices. Please contact us if you’d like to hear more.

What CO₂ vessels have been ordered?
Over the last few months the number of enquiries has increased significantly, particularly in the range of 12-20,000 CBM. Several projects have been announced, which are at various stages of discussion, however only two firm orders have reportedly been placed to date, namely:

Where is the demand coming from?
Q2-2022 has seen a surge in demand. To our knowledge, the number of firm projects has not grown since February of this year so where has this increased attention come from? Northern Lights Phase 1 already has two vessels on order at Dalian, however Northern Lights Phase 2 invites CO₂ emitters to place their CO₂ within an expanded sequestration facility in Norway. It is this which we believe is creating at least some of the additional enquiries.

Why does an individual project create so much perceived demand?
CO₂ trade starts with the receiving sites, the Northern Lights terminal in Norway being a prime example. Sites like these (or at least those ready to receive CO₂ in the near future) are limited. Far less limited are the potential loading sites within Northwest Europe which could vie to place their emissions to Northern Lights (and other sequestration sites going forward).

Most loading sites are intended to be collection hubs for multiple industrial emitters. Given the significant investments required in order to capture, liquefy, collect and store the CO₂ at the loading port, emitters tend to work together in joint initiatives. This makes sense given the logistical and technical challenges of bringing emissions from several industrial points into one place for loading on ships, at scale.

Let’s take, for example, a single sequestration site, which has limited capacity to receive CO₂ shipments. It is used by many emitters from various locations around Europe which, together, are capable of fulfilling the sequestration capacity many times over. Consider that each of these emitters is making shipping enquiries with multiple prospective shipowners and you begin to see how a single sequestration project which could only realistically utilise around four ships, could be generating enquiries for up to forty ships.

Why is that a problem?
Multiple yards in Japan, Korea and China have done significant work on CO₂ ship design, encouraged by several owners who are interested in being ‘first movers’ in the sector. However, the designs vary significantly in terms of capacity and cargo technology (including pressure and temperature).

Yards are understandably looking to protect their designs by only releasing them under a signed NDA against named projects. For specific sizes of vessels, there may only be three or four yards with designs which are advanced enough to take orders within specific time frames.

The problem arises when those yards receive multiple enquiries from different buyers which originate from the same project, far outstripping the underlying requirement. This can create confusion with the artificial demand leading to upward pressure on pricing. It can also stifle the yard’s appetite to advance the existing design.

Is that happening already?
Yes, from what we understand, there are already many firm enquiries with the yards so we do therefore appear to be at that stage.

What has been the response from yards and how can Clarksons help?
Yards are likely to engage their (limited) design capability with those owners who have the most compelling story and/or those with whom they have a strong track record on other sectors. This is where Clarksons can help. Our long-standing experience and involvement with yards enables us to connect the appropriate stakeholders together on a project-by-project basis, preventing unnecessary noise and avoiding inflated demand.

What will the trade look like 10 years from now?

As you may imagine, this is difficult to predict but trade evolution is likely to follow a pattern similar to the below:

What are Clarksons doing about CO₂ carriage?
Clarksons Gases is firmly established at the heart of the global gas markets with an unrivalled track record in providing shipping and trade-related services for LPG, ammonia, petrochemical gases and LNG. As part of our commitment to becoming equally proficient in the emerging, seaborne CO₂ business, we have formed a specialist team, within Gases Department. The team is working closely with the Clarksons Green Transition, Carbon and Research teams to ensure we remain at the forefront of developments in the sector. We are already assisting several parties on CO₂ projects and welcome your enquiry to find out how we can help you. You can contact us here.

Your partner through the green transition
Our team of experts are here to help guide, shape and execute your green transition strategy. Whether it is future fuels related, understanding your carbon footprint, getting closer to regulatory requirements, how offsets work or simply improving your day-to-day chartering activity, a conversation with our Green Transition team is a great place to start.
Source: Clarkson PLC (https://www.clarksons.com/home/news-and-insights/2022/liquid-co2-carriage-by-sea-market-movements/)

 

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


Cargo throughput rose by 16% in July at Saudi ports, racking up 28 million tonnes compared to 24 million tonnes in July 2021, largely due to optimised organisational performance and world-class levels of efficiency.

Statistics by the Saudi Ports Authority (Mawani) further reveal a 45.4% growth in general cargo at 718,082 tonnes, a 30.3% increase in dry bulk cargo at 4.2 million tonnes, and a 19.1% surge in liquid bulk cargo at 16.3 million tonnes, a Saudi Press Agency (SPA) report said.

Similarly, container throughput jumped 6.4% to 641,862 TEUs (twenty-foot equivalent unit ) compared to 602,181 TEUs during the same period last year. Transshipments, too, spiked 9.5% year-on-year to hit 268,000 TEUs versus previous year’s volumes of 245,000 TEUs.

1,140 vessels drop anchor
Moreover, 1,140 vessels dropped anchor across the kingdom’s trade hubs at a 12% yearly growth rate. Automobile imports also soared to 78,438 units at 31% compared to 60,052 vehicles in 2021, whereas foodstuff volumes recorded a 40% uptick last month at 2 million tonnes.

Passenger traffic stood at 95,000 pax, a staggering leap of 70.3% from last year’s tally of 56,000. On the other hand, 615,000 cattle heads were unloaded last month under the highest standards of efficiency and effectiveness.

Mawani aims to boost the competitive edge and infrastructure of Saudi ports to transform it into a global logistics hub that connects three continents by expanding shipping routes and aligning its future roadmap with the National Transport and Logistics Strategy (NTLS)

Source:
http://www.tradearabia.com

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


Ardmore Shipping announced it is expanding its presence in Singapore this year as the company formulates a more geographically balanced senior management team.

In Q4 2022, Ardmore’s Chief Operating Officer (COO), Mark Cameron, will relocate from Ireland to Singapore where, in addition to his ongoing responsibilities as COO he will also assume the role of Managing Director of Ardmore Shipping Asia. One of his key areas of focus will be further business development opportunities in Singapore and the Far East. He will also be working closely with Gerald Tan, General Manager of Ardmore’s Singapore office.

Anthony Gurnee, Ardmore Shipping CEO, said, “This is an important step for Ardmore to strengthen our senior management presence in Singapore and the Far East and we are all very pleased that Mark will be leading this development given his extensive expertise and commitment to Ardmore Shipping. This is an exciting new era for Ardmore Shipping, and we look forward to demonstrating what this change can offer our international customers and colleagues.”

Cameron said, “Moving out to Singapore is an exciting prospect for myself and for Ardmore Shipping. Singapore is a global center of innovation for sustainable shipping and decarbonization and reflects the values of our business to the core. This will support our efforts to engage with stakeholders in the region regarding our Energy Transition Plan and grow our presence in a location which inspires innovation, development and sustainable progress. Personally, this is a fantastic opportunity and I look forward to really accelerating our growth in the east.”

Source:
https://www.maritimeprofessional.com

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


European supply chains are set for further disruption as transport unions step up industrial action in response to soaring inflation.

 

“Even minor interruptions to port operations can have a major impact on container line network efficiency and cause a domino effect up and down supply chains,” said Christian Roeloffs, CEO & Co-founder of Container xChange.

“Strikes at European ports this year have already been highly damaging to logistics operations, manufacturers, and industry at large. We expect further industrial action to be just as harmful.”

An eight-day strike over pay by over 1,900 workers commenced on 21 August at the port of Felixstowe, the UK’s largest container gateway which handles over four million TEUs (Twenty-foot Equivalent Units) each year.

Felixstowe supply chain ramifications

In response, container lines have omitted scheduled vessel calls at the port and re-routed containers via alternative ports in northern Europe and the UK.

The strike action is set to add to the logistics challenges both the port of Felixstowe and the UK economy already face.

Felixstowe has suffered from congestion and an excess of containers for the last two years. According to Container xChange’s Container Availability Index (CAx), Felixstowe’s average CAx reading for much of 2022 has hovered around 0.9, one of the highest readings in Europe. A CAx reading above 0.5 indicates a surplus of containers while below 0.5 indicates a shortage.

“Felixstowe’s Container Availability Index reading suggests that terminal operators and carriers will likely have had difficulties to clear storage areas of boxes, especially empties, even before the commencement of strike action,” said Roeloffs.

“This interruption of operations will add to operational inefficiencies at the terminal and in the hinterland. It will also have ramifications for carrier networks on intra-Europe and Asia-Europe services.”

Strike action threats loom over northern Europe

Dockworkers at the port of Liverpool have also voted to strike for better pay. Union representatives have not yet confirmed when the strikes will take place.

Europe’s logistics network could see added disorder if more industrial action follows in Germany. Earlier this summer German ports including Hamburg, Bremerhaven, and Wilhelmshaven were rocked by strikes by thousands of dockworkers seeking higher pay.
Collective labor agreement negotiations between trade union ver.di and the Central Association of Germany Seaport Companies (ZDS) are ongoing. A court-imposed moratorium on industrial action expires on 26 August.
“Ports in northern Germany suffered strikes earlier this year as workers there sought higher wages as inflation causes difficulties across Europe,” added Roeloffs. “Our proprietary data shows this resulted in build-ups of containers at terminals and in storage yards. This added to the logistics problems we have seen across Europe this summer where lower water on the Rhine has forced many containers onto rail networks and trucks as barge shipping has become increasingly difficult.”

The port of Bremerhaven saw its CAx jump from below 0.6 in June to over 0.8 in the aftermath of strikes. It has remained above 0.7 since mid-July. The only time the port’s CAx had previously breached 0.7 since 2019 was briefly in early 2021.

The port of Hamburg has also seen consistent CAx readings of more than 0.8 since the summer strike action.

“Container lines have reported that in Germany, while the moratorium has been in place, stevedores have been less willing to perform extra shifts or work at weekends. This has made it difficult to clear backlogs after the earlier strikes,” said Dr. Johannes Schlingmeier, CEO & co-founder of Container xChange.

Levels of disruption vary by port

He added: “How a strike impacts port operations obviously depend on the nature of the port, what level of service is able to continue while the strike is ongoing, and how well-prepared operators and terminals were for disrupted operations.

“What we’ve seen since the start of the pandemic in ports across Europe including Liverpool, Felixstowe, and the major German hubs, is terminals struggling to cope with demand and the multiple disruptive events container shipping has faced. Shortages of trucking capacity and drivers have been added to logjams.

“I think it’s safe to say that strikes will make it more difficult to untangle these pre-existing strains on ocean container logistics and the hinterland barge, rail, and trucking networks on which they rely.”
Source: xChange Solutions GmbH

 

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


What could a sophisticated data- and analytics-driven supply chain in the container segment look like? Jan-Olaf Probst, Business Director – Containerships at DNV, shares a possible future of a fully digitalized and decarbonized market and what it will take to get there.

 

Let’s imagine that one afternoon in 2050, a young woman opens her front door. A couple of minutes earlier, she received an alert that her recent order was about to arrive. She steps out and watches an autonomous electric delivery vehicle pull up. She uses the fingerprint reader to confirm receipt of her parcel and heads back inside.

Digitalization changes the future supply infrastructure
Looking in detail, it’s the steps before the parcel arrives that really show how the industry has changed from today. The parcel was unloaded from a container at the local port that morning. The ship it came on sailed 100 nautical miles from a coastal town where the woman’s online purchase triggered a production order at the local fabrication plant. There the product was created, boxed and loaded into a container at a nearby harbour. The product’s journey from fabrication through to delivery at her home is recorded in a digital log, in addition to the materials that went into its construction.

By 2050, the outbound and inbound ports have become more like airports in the sophistication and speed with which they anticipate, prepare for, handle and dispatch containers. The key is how container boxes, largely ‘stupid’ in 2022, become ‘intelligent’ through the addition of microchips, sensors and transmitters.

How containers turn into an intelligent part of the logistics chain
Even after many decades of progress in standards development, expertise and digital technologies for containers, they are still regarded today simply as cargo. But we are also starting to see how digital technologies will enable a philosophical switch.

In 2050, the box is now a customer, an intelligent and interconnected part of an integrated logistics system, with containers, ships, trucks and trains all communicating with each other through enabling technologies like digital sensors, data analytics, machine learning and artificial intelligence.

In this vision of 2050, the box tells stakeholders along the logistics chain what it contains, whether the cargo is hazardous, where it is coming from and going to, and if it will need repacking at the arrival port because there are multiple customers for its contents. Computer modelling will use location information from the vessel to precisely schedule port operations. The ship arrives precisely on time, unloading and loading begins ten minutes later, and the vessel leaves within a tightly scheduled window.

Reducing waiting times in ports must become a reality
Reducing waiting times in ports will be an important part of decarbonizing containership operations, boosting the availability of vessels, further enabling energy-efficiency measures such as slow steaming, and optimizing port throughput. We must make this vision a reality. Containerized transport is forecast to grow 80% by 2050, which means transport efficiency must improve significantly in terms of both decarbonization and business economics.

It is entirely possible that when the young woman receives her parcel in 2050, the packaging will link back to a digital log to confirm that the product is zero-carbon across its value chain – from raw material to doorstep. The transportation elements are emissions-free because, this being mid-century, shipping has already decarbonized in line with progressively tighter emissions reduction targets agreed at the International Maritime Organization (IMO).

Alternative fuel options that facilitate zero-carbon deliveries
DNV’s classification and advisory work and tracking of market trends shows that containership lines are already ordering vessels whose low operating emissions will already put them ahead of the initial IMO greenhouse gas reduction ambitions today.

For deep-sea shipping, where combustion engines are the most suitable type, our research such as the Maritime Forecast to 2050 indicates synthetic methanol and ammonia as feasible options for large containerships. Synthetic LNG will be an important transition fuel over the coming decades, but its phase-out may have already begun by 2050. Smaller vessels have trended more towards fuel cells or battery-electric where possible.

There will still be big containerships – 24,000 TEU, 15,000 TEU and some at 10,000 TEU – on the long-distance Asia-Pacific, India, Europe, US, Africa and South American trade routes. The age of the Small Feeder, Feeder, Feedermax, Panamax, Post Panamax, New Panamax and Ultra Large Container Vessel categories will not be over anytime soon.

The market for small container vessels will grow
However, we expect to see an increase in smaller 1,000 TEU to 4,000 TEU vessels. Drawing on the lessons from the pilot projects of today, like DNV’s ReVolt concept, these fully automated and zero-emission vessels enable ‘door-to-door’ distribution of locally produced and feeder cargo from longer-distance routes.

Making more use of smaller vessels will remove cargo from roads, a goal of many urban areas seeking to reduce traffic congestion and air pollution, but will also require more ports along coastlines. Cities located on waterfronts will have strategic advantages as container traffic shifts more to the sea.

Improved data quality and sophisticated analytics facilitate increasing efficiency
In summary, more and better-quality data, and increasingly sophisticated analytics, will give containership owners and operators richer, more accurate and timelier insights. This will enable them to maximize operational efficiency and profitability, schedule inspection, repair and maintenance, reduce emissions, plan vessel replacement or refits, and optimize their choice of vessel size, fuels, fuel systems, converters and layout.

The events of the last several years have added impetus to policymakers’ interest in localization of production and supply chains. While 2050 seems a distant horizon, the implications of the intelligent container box challenges both the maritime industry and beyond to adopt long-term thinking on infrastructure, incentives and collaboration to enable and maximize the potential economic, environmental and social benefits of a future vision where the box is the customer.
Source: DNV, https://www.dnv.com/expert-story/maritime-impact/Containership_2050_When_the_box_becomes_the_customer.html?utm_campaign=Con_422_Container_2050&utm_medium=email&utm_source=Eloqua

 

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


Red Sea Gateway Terminal (RSGT), the largest terminal facility in Saudi Arabia, has been selected by the Ministry of Transport, Bangladesh, to operate the new terminal, the Patenga Container Terminal at the Chittagong Port.

The port of Chittagong, which was recently named Chattogram, handled a record volume of 3.2 million TEU in 2021’s financial year. This is the busiest port in the Bay of Bengal, and it serves as the transit corridor for around 90% of Bangladesh’s imports and exports of ocean cargo. The newest PCT Terminal has about 600m of quayside, can handle around 500,000 tonnes of throughput a year, and is worth $240 mn. The new terminal can dock three vessels at once, which will go a long way in alleviating the port congestion at Chattogram port.

Gagan Seksaria, the director of global investments at RSGT, stated that the rapid growth of Chittagong port’s cargo volume necessitated further investment in modern equipment, advanced technology, and building new human capacity. He went on to say that the project fits well with RSGT’s competencies and their expansion strategy for emerging markets and that they would be able to contribute significantly to Bangladesh’s growing economy.

 

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 International Maritime Organization (IMO) has highlighted its work to reduce greenhouse gas (GHG) emissions from international shipping at the annual gathering of Asia Pacific Heads of Maritime Safety Agencies (APHoMSA), remotely hosted by the Cook Islands recently.

The IMO delegation encouraged participation from the region to IMO’s Second Symposium on low- and zero-carbon fuels for shipping, which will focus on “Ensuring a just and inclusive transition towards low-carbon shipping.” The symposium will be held on Oct. 21, 2022.

IMO further highlighted a new project on improving the availability of maritime transport costs data for the Pacific region. The project is being implemented by MTCC-Pacific, a center of expertise established by IMO as part of the Global MTCC Network and hosted by the Pacific Community and the Secretariat of the Pacific Regional Environment Program.

Transport costs are particularly important in the Pacific region, where some of the States most vulnerable to climate change are located. These States are largely dependent on shipping for trade, including imports of essential goods, and are already facing relatively high shipping and trade costs.

Participating States were also reminded of the invitation from the Marine Environment Protection Committee to submit concrete proposals on the revision of the Initial IMO GHG Strategy.

An update was also provided at the meeting regarding the IMO Regional Presence Office for the Pacific Islands region, which is set to be established in Fiji, following its selection as the host country. IMO updated on the progress toward the signing of a host country memorandum of understanding between IMO and Fiji.

The APHoMPSA meeting covered a range of important matters, including marine environment protection, ship safety and security, seafarer welfare, and women in maritime.

Source: https://www.manilatimes.net/2022/08/24/business/maritime/imo-highlights-need-to-cut-greenhouse-emissions/1855701

 

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


General average has been declared for the ZIM Charleston after stacks of containers caught fire on board the vessel earlier this month.

The fire broke out in a cargo hold while the Seaspan-owned containership was navigating off Colombo, Sri Lanka on August 8. It has been reported that approximately 300 containers may have been affected by fire, heat and smoke, as well as water damage from firefighting operations.

Investigators are working to determine the cause of the fire and gauge full extent of the damage.

Meanwhile, the ship’s charterer ZIM has declared general average, according to a Monday update from claims consultancy WK Webster.

General average is principle of maritime law requiring cargo owners to share with the shipowner or charterer the costs associated with rescuing a vessel in a casualty event.

WK Webster said it is in contact with average adjusters to ascertain the terms of the GA security required from cargo interests prior delivery.

The Hong Kong-flagged vessel is reported to have berthed at a container terminal in Colombo, where affected containers were discharged on August 12, WK Webster said.

Source:https://www.marinelink.com/news/general-average-declared-firestricken-zim-498951

 

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


ClassNK has issued an Approval in Principle (AiP) for the design of a large-scale liquefied carbon dioxide (CO2) carrier developed through the Research and Development Project from NEDO by Mitsui O.S.K. Lines, Ltd. (MOL).

MOL has launched research and development (R&D) 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 Organization (NEDO) to complete the conceptual design, under a project entrusted by NEDO to Japan CCS Co., Ltd. (JCCS).

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 developed by MOL is intended as a practical solution to the need for long-distance transport of CO2 on a scale of 1 million tons a year, based on NEDO’s vision to implement CCUS technology by 2030.

LCO2 Carrier
Image of a LCO2 Carrier (Courtesy of Mitsui O.S.K. Lines)

ClassNK carried out the design review of the LCO2 carrier developed by MOL based on Part N of Rules for the Survey and Construction of Steel Ships incorporating the IGC Code. Upon confirming the conformity to the relevant rules, ClassNK issued the AiP for the design concept of the said carrier.

ClassNK will actively continue to take part in advanced initiatives toward decarbonization and also support the decarbonization of the entire maritime industry by incorporating the knowledge gained through collaboration with front runners into rules and guidelines.

Approval in Principle (AiP):

At the initial stage of designing or before the specific target ship to be implemented is decided, the design is examined based on the existing regulations such as international conventions and ship classification rules, and an Approval in Principle (AIP) is issued as proof of conformity with requirements. It also prevents the rework of regulatory aspects in the post-process, shortens the examination time at the time of class registration, and can be used as a technical basis for the external appeal of the design status.

 

 

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


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