The London P&I Club has released new operational guidance for carrying and securing non-standardised cargo during transportation in a bid to reduce stowage risks and the number of serious accidents that have occurred as a result of inadequate securing arrangements.
The new guidance, entitled ‘Reducing the Risk of Damage to or Loss of Non-Standardized Cargo’, was released on 13 July 2022 and produced in collaboration with TMC Marine and Bureau Veritas.
The document provides general guidance and practical advice to crew, ship owners, operators, charters and managers on the risks associated with safely stowing and securing non-standarised cargo, as well as precautions to reduce and prevent these risks. The London P&I Club stresses that it is not intended to replace official regulations and guidance notes or any document that forms part of a vessel’s Safety Management System, including the cargo securing manual.
According to the guidance, cargoes that have proven to be a potential source of danger due to inadequate stowage methods include portable tanks and receptacles, special wheel-based vehicles such as locomotives or mining equipment, wind farm components such as towers and blades, and offshore mooring equipment.
Carl Durow, Loss Prevention Manager at The London P&I Club, said: “Ships carrying non-standardised cargo face an increased risk of loss or damage during transit due to the infrequent nature of such cargo. General carriers may lack the experience in securing different loads.”
“We wanted to highlight effective methods that crews can take to ensure that cargo is secured properly, reducing the risks of liability related to damaged or lost goods, damage to the vessel itself or the safety of crew members or other ships at sea.”
Inadequate securing arrangements for non-standardised cargo can lead to injury and loss of life, not only at sea but during loading and unloading. In addition, forces arising from wind and sea motions during transit can put the cargo and the vessel at risk due to acceleration and transverse motions.
Charterers should ensure that their vessel is fit for purpose, while shop owners and operators should only tender suitable vessels for specific cargoes. The London P&I Club guidance noted that appropriate precautions should also be taken for cargo with abnormal physical dimensions to ensure that no structural damage to the ship occurs and to maintain adequate stability throughout the voyage.
The London P&I Club recommends that an independent cargo securing survey be carried out when carrying non-standarised cargo in order to ensure that effective stowage methods have been applied. The guidance also recommends that the cargo surveyor liaise with the Master, Chief Officer and stevedores during the survey, and that a full report with photographs is produced prior to transit.
Ian Barr, Director at The London P&I Club, said: “We are always looking to ensure that our members have the guidance and expertise to be able to securely stow any cargo.”
“At The London P&I Club, we have the knowledge and experience to be able to provide best practices for all cargo stowage incidents, including securing non-standarised cargo. This guidance is the latest example of how we work closely with our members to provide that expertise.”
Fosnavaag, Norway, headquartered Olympic Subsea ASA has placed a firm contract with Ulstein Verft for two offshore wind Construction Service Operation Vessels (CSOVs). Deliveries are planned for the spring and summer of 2024 and the contract includes options for two further vessels.
The CSOVs are being built to the Ulstein Design & Solutions SX222 design with a Twin X stern. With a length of 89.6 meters and a beam of 19.2 meters, they will accommodate 126 people in 91 cabins.
The vessels are prepared for future requirements at offshore wind farms and will have a variable speed diesel-electric propulsion system in combination with large battery energy storage systems. They will be prepared for methanol fuel and have available space for additional battery capacity for full-electric repowering when the necessary infrastructure is available.
Starboard view of CSOV [Image Ulstein]
Portside view of CSOV [Image: Ulstein]
The hull shape and hybrid propulsion system are designed to deliver high operational performances and seakeeping with a substantially reduced environmental footprint.
LONG-TIME CUSTOMER
An important player in the maritime cluster on the northwest coast of Norway, Olympic has previously built six vessels at Ulstein Verft and was the first customer of Ulstein Design & Solutions.
L to R: Stig Remøy (Olympic), Lars Lühr Olsen (Ulstein Verft). Second row from left: Karl Eirik Frøysa Hansen (CFO Olympic), Glenn Erik Valø (CCO Olympic), Frode Andreassen (VP commercial renewables, Olympic), Marius Bergseth (COO Olympic), Ingvill Saunes (general counsel Ulstein), Kolbjørn Moldskred (sales manager Ulstein Verft). [Photo: Ulstein]
“For us, it will be crucial that the vessels are delivered on time and at the right quality, and this is what Ulstein Verft is known for,” said Olympic Group CEO Stig Remøy. “This means we can meet our customers’ demands and get the vessels into operation at the agreed time. The Twin X stern is a smart concept, optimized for low energy consumption. During operation, the offshore wind service vessels stay positioned at the turbines most of the time, and with the main propellers fore and aft, these vessels will reduce the energy requirement to a new level when on DP.”
“We are excited to be working with Olympic again, an important and innovative player in the Norwegian maritime cluster and a company that we have had the pleasure of working with for many years, through many complex and successful projects,” said Ulstein Group CEO Cathrine Kristiseter Marti. “With the current challenging economic and political climate, these contracts are a result of a pragmatic and good cooperation between the parties, where both parties have gone to great lengths to find good and viable solutions.”
“We have cooperated closely with Olympic in the details of this project and are very eager to start the newbuild project,” said Lars Lühr Olsen, managing director of Ulstein Verft. “We are very happy for the trust Olympic has placed in us and will do our utmost to deliver the vessels according to the agreed quality and timeline. The vessels are planned for delivery during spring and summer 2024.”
The contracts for the CSOVs are also an important milestone for Ulstein Power & Control AS, which is contracted to deliver an extended power and automation package, including a large battery supply, for the vessels.
CSOVs feature Ulstein Twin X stern [Image: Ulstein]
The Seafarers International Relief Fund has called for feedback on what more needs to be done to support seafarers impacted by the Ukraine crisis.
In an effort to review the effectiveness of the response so far and to plan for the future, the Seafarers International Relief Fund (SIRF), together with the Ukraine Charity Co-ordination Group, have launched a survey. It is calling on individuals and organisations in the maritime and welfare sectors to share their experiences on the support given so far to those affected by the Ukraine crisis and the ongoing needs of seafarers.
SIRF launched the SIRF Ukraine appeal in March 2022 and has so far raised over $400,000 to support seafarers and their families impacted by the humanitarian disaster caused by the crisis in Ukraine.
SIRF continues to call for urgent donations to support its work. Thanks to the generous support already received, SIRF has delivered aid in the form of the most essential human needs, including shelter, food, water, transport, and access to medical services, but more is needed. SIRF’s support has been delivered by a wide range of maritime charities, trade unions and other non-profit organisations working in the region.
However, it now seems likely that the conflict will continue for some time, and the process of rebuilding lives, homes and communities will take even longer. For that reason, SIRF and the Ukraine Charity Co-ordination Group is conducting a survey to understand what is needed, where the gaps are, and how it can best respond. The results of the survey will help the seafarer welfare community to develop its longer-term strategy for supporting seafarers affected by the conflict.
Speaking on behalf of SIRF, Deborah Layde, Chief Executive of The Seafarers’ Charity, commented:
“The funds already raised by SIRF to support seafarers impacted by the Ukraine crisisare providing immediate, practical support to those in need and we are so grateful for the generosity of all those that have donated. But there is so much more that can be done, so we ask the industry to continue to dig deep and donate. The situation remains desperate, and seafarers and their families urgently need your support.
“However, we also need to plan for the months ahead. To do this, we need to hear from those who have been involved in helping seafarers so far. What more needs to be done to support the needs of seafarers impacted by the Ukraine crisis? Can we identify the top three priorities where we can target our resources and help? Many shipping companies, welfare providers and unions have done wonderful work to directly help affected seafarers, colleagues and families caught up in the conflict. We need a better picture of what is needed so we can prepare now for tomorrow’s needs. That is why we are calling on everyone to share their feedback by completing our survey.”
Source: https://www.seanews.co.uk/maritime-events/seafarers-welfare-fund-responses-to-the-conflict-in-ukraine-by-launching-survey/
South Korean Shipbuilder Daewoo Shipbuilding & Marine Engineering (DSME) has declared a crisis due to deteriorating business conditions. The company has stated that this decision was triggered by the debt to equity ratio going up to 547% due to several issues such as the cancellation of Russian Ship orders from Sovcomflot, the price hike of raw materials, and the prolonged strike of subcontractors and workers demanding better pay and working conditions.
The South Korean Ministry of Trade has stated that the condition of South Korean Shipbuilders is strong and that they have received the most orders in volume and have the highest value orders, beating their Chinese counterparts. However, DSME has stated in a regulatory filing that their losses mounted up to more than 120% due to a series of unfortunate events such as the Ukraine war and the rising costs of building materials. On a positive note, DSME also reported that they have already booked orders worth $5.47 billion this year and, in doing so, have reached two-thirds of the target of 2022.
So, while there is no shortage of work, there is an acute shortage of workers in the industry. The industry reduced its workforce by nearly 50% in the prolonged slowdown in orders and is now facing a challenge in returning them. Especially given the low wages of the workers in this sector, which government figures suggest are about 20% lower than manufacturing jobs in the semiconductor industry.
While no salary cuts or overtime for workers in DSME have been announced, the company has stated that it wants its employees to acknowledge the problem at hand and work to navigate the company out of this crisis.
HMM has decided to proceed with massive investment in several initiatives aiming to diversify its business portfolio for future growth.
In the mid-to-long term strategy presentation held in the company’s headquarters in Seoul today (14 July), HMM announced it will expand its container ship fleet from 820,000 to 1.2 million TEU by 2026. Additionally, HMM is expected to enhance its bulk business increasing its fleet to 55 ships from the current 29 ships on the same timetable.
South Korea’s national flagship carrier is expected to invest more than US$11.4 billion in a range of projects, including securing core assets such as vessels, terminals, and logistics facilities throughout the upcoming five years.
HMM explained that “the future strategy has been established to respond to growing uncertainty arising from ever-changing business circumstances and lay a solid foundation for sustainable growth.”
Apart from the boost of its container and bulk sectors, HMM noted it will continue to enhance environmentally-friendly services for carbon neutrality in 2050 and explore the likelihood of ordering ships using alternative fuels in the future.
The South Korean shipping company added it will also make Research & Development (R&D) efforts into the use of carbon-neutral fuels in cooperation with industrial players.
HMM CEO & President Kim, Kyung Bae (third from the right) and employees declared a vision at the mid-to long-term strategy presentation held in HMM headquarters in Seoul on 14 July 2022.
“Our strategy is to ensure perpetual growth of HMM under the new vision – a global leading company generating sustainable value for the world,” commented Kim, Kyung Bae, HMM President & CEO.
Furthermore, the company plans to proceed with its digitalisation process by improving online-based ‘e-platform’ and accelerating Enterprise resource planning (ERP) upgrades. HMM recently launched ‘Hi Quote’, an online sales platform based on its own technological capabilities and aims to integrate its inland logistics network into Hi Quote and apply freight rate solutions powered by Artificial Intelligence.
Moreover, HMM wants to strengthen its business areas by developing a customer portfolio, enhancing sales power and expertise, and training employees. Especially, the company said it will organise teams to accomplish strategic projects and explore new business opportunities.
Innovation is a buzzword in maritime, with ‘innovation hubs’ springing up around the world to encourage the acceleration of automation and greener maritime tech. But are the bold promises of technology being kept, and how does maritime innovation benefit seafarers? Sarah Robinson, Rob Coston and Deborah McPherson investigate
As a trade union, Nautilus supports maritime innovation. Innovation can give seafarers a safer and better working experience and can make our industry less harmful to the environment.
When a maritime innovation hub is set up, it can be an indication that government and businesses are ready to invest in shipping and seafarers – which is no bad thing for an industry that so often suffers from being out of sight, out of mind.
Innovation hubs come in a variety of shapes and sizes, but in general a hub involves schemes to improve collaboration between individual businesses, and between the public and private sectors. Sometimes there is a physical campus where participants in the hub can work side by side to learn from each other and spark new ideas. Funding is often made available to develop inventions into viable businesses, and support can also be offered in the form of mentoring and networking.
Empty rhetoric or valuable promises?
Innovation hubs can sound great without necessarily delivering on a government’s eager promises. With this in mind, Nautilus is holding the UK government to account on pledges made on innovation in its Maritime 2050 strategy document. The government wants to accelerate maritime innovation, particularly in developing cleaner fuels and other green maritime tech – as described below. But Nautilus is concerned that maritime professionals could be left behind in the rush to introduce new tech. So when the UK parliament’s Transport Select Committee called for feedback this year on how the Maritime 2050 plans are progressing, Nautilus had this to say about training:
‘As the maritime industry progresses towards decarbonisation as laid out in the [Maritime 2050] clean maritime plan, the need for continuous professional development, education and training will only increase. As technological advances are made and new fuels and engine types developed, it is imperative that our maritime professionals are given every opportunity to re-skill and up-skill so as not to be disadvantaged by these changes. Maritime professionals should not bear the costs of these re-training requirements; it should be funded by government and industry.’
There’s more about Nautilus’s participation in the Maritime 2050 review here, but we are going to look in more detail at how maritime innovation hubs are working in all three countries where the Union has national branches: the UK, Netherlands and Switzerland.
Maritime innovation in the UK
The UK has made a start on hub-style collaborative initiatives to move the industry towards ‘net zero’ carbon emissions. Established as part of the Department of Transport (DfT), the UK Shipping Office for Reducing Emissions (UK SHORE), was launched in March this year with the bold aim of cementing the UK’s role as a technological innovator and manufacturer in the transport sector, and (even more boldly) ‘[making] journeys by sea as green as they were hundreds of years ago’.
The new office will draw on the experience gained in recent years through negotiations leading to the Clydebank Declaration at COP 26, and from the Clean Maritime Demonstration Competition (CMDC).
CMDC bearing fruit
The first CMDC was launched in 2021, and resulted in government funding being awarded to 55 UK projects, including a net-positive submarine fleet (i.e. one that removes more greenhouse gases than it emits) for collecting microplastics, software now being used to measure greenhouse gas emissions in ports, clean energy refuelling infrastructure in Grimsby, and ‘the world’s first commercially viable 100% electric, high-speed foiling workboat range’, which was recently launched by Artemis Technologies.
A bid by MJR Power and Automation has created an all-electric charge point connected to an offshore wind turbine to power boats using 100% renewable energy. Billed as the ‘world’s first fully automated offshore wind vessel charging system’, this is contributing towards ‘Operation Zero’, a coalition across the North Sea offshore wind sector, which intends to deploy zero-emissions workboats operating commercially on wind farms by 2025. Eight months after winning the funding, MJR has created the charging ports, and installation is now set to go ahead in late summer 2022 at the Lynn and Inner Dowsing offshore wind farms.
Ten times the funding
Whereas the 2021 CMDC offered £23 million in funding, UK SHORE now has £206 million in new funding for research and development to assign. This represents the largest investment by the DfT in maritime decarbonisation to date.
At the recent 2050 Maritime Innovation Week hosted in June by the Port of Tyne – which is aiming to be net zero itself by 2030 – Eamonn Beirne of the DfT revealed some of the ways this new UK SHORE funding will be used to boost innovation and help the country meet its climate ambitions.
This includes a second round of the CMDC to last over multiple years, which will also comprise feasibility studies for UK green shipping corridors. Some £12 million has already been assigned for the first year – with entries closing on 13 July 2022 – and substantially more funding is planned for years two and three.
UK SHORE’s plans also include a new Skills Taskforce for net zero shipping; a Zero Emission Ferries programme for ‘greening intra-UK ferry routes’; grant schemes for early research projects at UK universities; and a Centre for Smart Shipping to support existing innovation hubs for automation – which is seen as a key way to cut emissions.
Spreading the wealth
As might be expected at an event hosted in the Port of Tyne rather than in the capital, there was also discussion about how investment in decarbonisation has helped to rebuild communities in previously declining areas of the UK – such as the offshore wind industry’s investment in Grimsby – and how this trend can be continued.
In Liverpool, a £23 million Maritime Knowledge Hub is being developed as part of the redevelopment of Wirral Waters. The planning application has now been submitted for this centre – with proposed tenants including Peel L&P, Mersey Maritime and the Liverpool City Region Combined Authority – which will focus on the opportunities offered by decarbonisation via innovation, engineering, R&D, entrepreneurship and training. It will seek to provide the skilled professionals who will be needed to drive forward the maritime innovation projects of the future.
MJR’s innovative all-electric charge point connected to an offshore wind turbine received UK government funding, and is to be deployed in 2022. Picture: MJR
Innovation elsewhere: Singapore’s maritime hub
In the 2022 edition of the Leading Maritime Cities report by DNV and Menon Economics, Singapore held onto its spot as one of the world’s best maritime cities, not least because it scooped the Maritime Technology title due to the city-state’s focus on digital transformation.
Such attention to maritime digital enhancements is no surprise, considering the maritime industry contributes about 7% of Singapore’s GDP.
This drive to digitalisation includes everything from the ship supplies delivery process to port operations such as:
‘internet of things’ tracking technology which allows workers and assets to be tracked at any time
web-based bunker supply improvements for bunker operators
sustainability technology for addressing climate change, improving health and the environment, including a focus on ways to reduce human-impacting nitrogen and sulphur as well as C02 emissions.
new ways to enhance digitalisation for maritime security and improve safety at sea through the development of high-tech early warning systems for collisions
Many of these developments can be traced to the MPA Maritime Innovation Lab, a partnership platform for technology and capability development expected to shape future port operations. Current projects focus on collision technology, ship-to-shore communications and the automatic generation of reports for safe and efficient vessel approaches to Singapore.
The Netherlands is proud of its reputation as ‘the maritime centre of Europe’, and has numerous schemes to encourage innovation.
In a country with a strong culture of collaborative working, the concept of bringing together entrepreneurs, universities, government and investors is long established. The government has decided to focus its maritime innovation work on four main areas:
Clean Ships looks at fuel efficiency, reduced emissions and material efficiency. Various alternative fuel applications are being examined, as well as noise reduction both above water and underwater – which has obvious benefits for seafarers.
Smart Ships aims to see vessels ‘better equipped for their many tasks at sea’. This is a more contentious one for seafarers because it looks at how shipowners can save money through automation. ‘[Smart ships] lower the costs of construction and operation,’ notes a page on the government website www.government.nl. ‘This means that the size of crews and the costs of maintenance and operation are significantly reduced.’ Perhaps aware that this kind of language is a red flag to maritime trade unions, the website does concede that ‘special attention should be paid to ensuring safety’.
Smart Ports is about making ‘the entire process from calling at port to transhipment at the quay more efficient for ships’. This project also has a nod to worker wellbeing on the government website: ‘Research into the safety of operations is necessary to be able to guarantee the desired safety level when innovations are implemented.’
Winning at Sea seeks technological solutions for extracting energy from the sea and the offshore mining of raw materials. This seems unlikely to create many jobs for seafarers, given that it starts from a principle of technology and automation.
Port of Rotterdam. Picture: Getty Images
Private sector hub scheme
Meanwhile, in Europe’s busiest container port, a private-sector maritime hub scheme called the Rotterdam Port Fund (RPF) ‘eagerly contributes’ to companies that ‘focus on sustainability, durability and technology.’
The RPF supports management teams with capital, knowledge and networks to ‘realise further growth and long-term activity’. As well as helping entrepreneurs to develop innovations and turn a profit, the Fund encourages participants to ‘contribute to a positive, social and sustainable change to the port’ – which could be good news for maritime professionals.
Cooperation is evolving rapidly between Japan and Singapore on the digital front.
In the Japan Times it was reported that the bond shared by Japan and Singapore was strengthened during the Covid-19 pandemic through cooperation in science, innovation and green technologies. The prediction is the digital market is set to expand – with a particular focus on support for CO2 reduction initiatives in shipping.
An Inmarsat report from 2020 also highlighted Japan’s ongoing ‘connected maritime innovation ecosystem’ and its commitment to implementing the ‘internet of things’ (IoT) in its ship and crew management technology and the country’s emerging start-up culture.
The report noted that in merchant shipping, 34% of respondents see themselves as having ‘fully deployed’ IoT-based solutions, a proportion that puts maritime ahead of other industries such as agriculture, energy and mining. It also found that 100% of respondents will be adopting some form of electronic fuel monitoring system.
Picture: Mr. Cole/Getty Images
Maritime innovation in Switzerland
Passenger vessels in Basel. Picture: Getty Images
Turning to Switzerland, it is not surprising that the landlocked country has nothing explicitly called a ‘maritime innovation hub’. However, the country is generally keen to support innovation and has a substantial workforce on its rivers and lakes that could perhaps benefit from new tech.
Switzerland has six innovation parks that ‘facilitate collaborations for established companies, start-ups, and universities, to find solutions to some of the world’s most pressing challenges.’ So maritime innovators could presumably find a home there – as well as an excellent maritime union, of course, to work with on matters of training, skills and safety.
Innovation elsewhere: Isle of Man welfare project
For seafarer digital welfare innovations, look no further than the Isle of Man Ship Registry, which has an app where seafarers can see exercise classes and go to religious services, among other offerings.
The Isle of Man’s Crew Matters app was the first designed by a flag state. It was developed in partnership with Liverpool-based training company Tapiit Live and is available to around 10,000 seafarers sailing on more than 400 vessels under the flag. It can be downloaded from the Google Play store.
Where next for maritime innovation?
Maritime innovation can be good for seafarers, as Nautilus member Jeroen van de Voort found when GPS was introduced on the inland waterways where he works.
But sometimes innovation can lead to concerns over job losses or de-skilling; hence the European dock workers’ new rallying cry of ‘no automation without negotiation‘. In the dockers’ case, trade union support from across the European Transport Workers’ Federation is helping ensure that maritime innovation works to their benefit rather than their detriment, and this is a commitment that individual unions such as Nautilus must also make to members.
Nautilus general secretary Mark Dickinson is determined that the Union will continue to do its part. He says:
‘We are monitoring the delivery of the UK government on its pledges and pressing for increased funding of seafarer training in new technology in order to secure a just transition for our members and all maritime professionals.
’We will also hold the industry and government to account in the Netherlands and Switzerland, and will be keeping a close eye on the delivery of pledges made to deliver human-centred technology and decarbonisation.
‘As both a trade union and a professional association, Nautilus is a respected voice in the maritime industry that provides expertise to policy-makers to ensure the best outcome for our members. We will carry on using our influence to make sure innovation pledges aren’t just hot air, and to ensure that no maritime professional is left behind.’
The ship recycling market has had to endure some pretty turbulent weeks, but things are starting to pick up once more. In its latest weekly report, shipbroker Clarkson Platou Hellas said that “in what has been a gloomy couple of weeks for the market, coupled with a lack of tonnage and price levels alarmingly coming off, there is now a more positive outlook in the past few days with steel prices rallying by nearly 15% locally. This has prompted end recyclers to put forward more prominent enquiries and cash buyers quoting back closer to the USD 600 $/per ldt number once again for market tonnage. It is worth noting that we are still in a precarious position due to the local currencies against the US dollar across all the Indian sub-continent areas and this could affect the market at any time, with VLCC’s being quoted 30/40 dollars below other smaller units due to the large outlay and lack of financing available to fund such large LDT units”.
Source: Clarkson Platou (Hellas) ltd
The shipbroker added that “Bangladesh once again feels the firmest market with mixed signals coming from Pakistan as to how aggressive they are for tonnage, especially as cash buyers still feel wounded from the recent round of re-negotiations, they encountered from the waterfront in Gadani and may feel hesitant to engage with the local end buyers. Pricing is very difficult to assess however as the market needs a definitive sale so that we can start to accurately guide where pricing truly lies, but with the firming freight markets in the Tanker sector over the past few weeks, it will be some time before we start to see a glut of tonnage for recyclers to feast upon”.
In a separate note, Allied Shipbroking said this week that “with a fair number of transactions taking place under the current unfavourable conditions in the ship recycling market, the markets performance recorded an improvement driven by the slight rises and stabilization that took place in steel prices in the Indian SubContinent. Nevertheless, market sentiment and forward outlooks remain discouraging as the effects of difficult weather conditions being in the midst of the Monsoon Season, combined with weakening local currencies, continue to have a negative overall impact to the already sluggish Bangladeshi and Indian markets. Pakistan has made a very small improvement in terms of offered scrap price levels but has not been enough to secure any significant volume of tonnage. However, with regards to Bangladesh, we will probably have a clearer overview of the market’s true potential once the Eid Celebrations are over. In Turkey, in addition to the continued rising inflation rate being noted, the government imposed taxes on steel imports from companies in Europe and South Korea wanting to boost domestic production which in turn could help boost confidence amongst ship recyclers to bolster their offered prices”.
Source: Allied Shipbroking
Similarly, GMS , the world’s leading cash buyer of ships said that “as we enter the traditionally quieter monsoon season, it is of little surprise to see recycling markets remaining inert and quiet, with rains / flooding hampering production at yards in Chattogram and Alang labourers returning to their hometowns as recycling activities come to a seasonal crawl. This may have inadvertently triggered the recent leveling of sub-continent steel plate prices as steel output diminishes and plate prices stabilize / firm in reaction. Although vessel prices have cooled off by USD 100/LDT in the sub-continent markets and about USD 250/MT in Turkey, global recycling sentiments remain in the doldrums given the rate of the recent declines. As such, there is no surprise to see minimal activity emanating from all markets at present, including the respective waterfronts that are displaying the shoddy state of current affairs.
Source: GMS,Inc.
Notwithstanding, global currency depreciations remain the primary source of heartburn for the ship-recycling communities, as the worrying declines on steel prices seem to have comparatively stabilized and we hope it should start to show some signs of positivity in the coming week(s). Whilst there still remains a degree of caution and a prevailing nervousness to buy in local markets, there are unlikely to be firm / serious offers for Owners and Cash Buyers alike, and this is part of the reason why even the marginal few candidates have started to dry up of late. Of course, all freight sectors continue to be positively poised as most Owners are now passing drydock on their aging beauties, rather than scrapping their older tonnage even when recycling rates are at historically firm numbers”, GMS concluded.
Nikos Roussanoglou, Hellenic Shipping News Worldwide
Singapore-based dry bulk owner Berge Bulk is accelerating its use of wind-assisted propulsion technology by contracting with Anemoi Marine Technologies to supply rotor sails for two vessels in its fleet.
Just days after Berge Bulk agreed to equip its Newcastlemax bulker Berge Olympus with BAR Tech WindWings, supplied by Yara Marine Technologies, the company announced that Anemoi Marine will supply wind-assisted propulsion technology for two of its bulkers.
UK-based Anemoi Marine builds rotor sail propulsion systems for commercial vessels, a technology that is fast gaining traction as the global maritime industry pursues a lower-carbon future. Anemoi and competitor Norsepower have a growing number of vessel references as shipowners look for new ways to save on fuel and reduce emissions.
According to Berge Bulk, Berge Neblina – a 388,000 dwt Valemax ore carrier built in 2012 – was made ‘wind-ready’ earlier this year with the structural integration required prior to installing the rotors. The work was carried out during a scheduled drydocking.
Four of Anemoi’s large folding deployment rotor sails will be installed to improve vessel performance. Folding rotor sails can be lowered from the vertical to mitigate the impact on air draught and cargo handling operations.
The flexible ‘wind-ready’ approach has been taken to align with vessel availability and Anemoi’s production slots. The same approach has been taken with the second vessel, Berge Mulhacen, a 2017-built 210,000 dwt Newcastlemax bulker which will also receive four folding rotor sails. Plan approval has been obtained for both ships from DNV.
Anemoi predicts that the four-rotor system will save Berge Bulk 1,200-1,500 tonnes of fuel per vessel annually.
“Wind propulsion is an option we have explored previously in other formats, and we firmly believe it can help achieve our decarbonization commitments,” said Paolo Tonon, Berge Bulk Technical Director.
He added that the partnership with Anemoi commenced with in-depth engineering simulations to find the best possible technical and commercial solution culminating in the rolling out of the rotor sail technology for the two vessels.
Berge Bulk, which owns and manages a fleet of over 80 vessels equating to more than 14 million dwt, believes that investing in wind-assisted propulsion technology will cement its position in the dry bulk industry in terms of efficient ship design and operations and forms part of its committed to developing and deploying commercially viable deep-sea zero-emission vessels by 2030. The company has committed to be carbon neutral by 2025 at the latest.
“Forward-thinking shipowners are turning to wind-assisted propulsion to help them achieve their environmental objectives – and it proves, once again, that rotor sails are a realistic and workable solution that results in significant carbon savings,” said Kim Diederichsen, Anemoi Marine CEO.
Wind-assisted propulsion has emerged as a strong contender as the maritime industry explores decarbonization options to achieve the International Maritime Organization’s greenhouse gases reduction targets for 2030 and 2050.
To date, most of the shipping industry’s installations of wind-assisted propulsion have focused on Flettner rotor technology with several companies attaining meaningful fuel savings and reductions in emissions.
The Port of Gdansk, Poland is set to cement its position as a top maritime hub in the Baltic following the award of a contract to build a new $245 million container terminal.
Spanish multinational company Ferrovial has announced that its Polish subsidiary Budimex – in a consortium with Dredging International – has been awarded the contract to build the terminal in the deepwater port of Gdansk.
DCT Gdansk, which is the largest container terminal operator in the Baltic Sea, selected the companies to build its third deep-water terminal, known as the T3 project. When T3 is completed, Gda?sk will be among the largest container terminal hubs in Europe, capable of handling the next generation of containerships in the Baltic Sea. This will reduce sailing distances for feeder vessels and provide Polish and regional shippers with more connections around the world.
“Once complete, the terminal will be the most advanced of its kind in the Baltic Sea and will reflect our commitment to sustainable investing and operating, with reduced CO2 emissions both from the construction and the equipment we will deploy for future operations,” said Charles Baker, DCT Gda?sk CEO.
The T3 project, which will begin in September, includes the building of a deepwater pier 717 meters long and 17.5 meters deep, drainage works and the construction of a berth measuring 700 meters long. It is scheduled to be completed in the first half of 2025. The project will add another 1.7 million TEU to the port’s capacity, bringing the total to 4.5 million TEU. This will make Gdansk one of Europe’s largest container ports.
The investment will also involve the purchase of seven new STS cranes, capable of handling the world’s largest vessels, and 20 gantry cranes for the container yard.
Over the past three years, the port of Gdansk has been implementing a $3 billion expansion program aimed at not only securing its position as a top port in the Baltic but also transforming into one of the biggest port facilities in Europe.
Gdansk’s location positions it as a gateway port to Central Eastern Europe and as a transhipment hub for the Baltic, and it ranks among the fastest growing ports in Europe. Since the beginning of Russia’s war in February, Gdansk has positioned itself to help Ukraine rebuild its lost export and import channels, bringing a new source of cargo to the Baltic port.
In Q1, Gdansk surpassed two Russian ports to move up to the second spot in the ranking of Baltic Sea ports in terms of cargo throughput. It handled 14.8 million tonnes – an 11.3 percent increase – in the first quarter of the year. Gdansk maintained the first position in the Baltic in terms of container handling with 560,000 TEU, a nine percent increase during the quarter.
MIS Marine, the maritime industry’s leading Marine Assurance technology company, has launched its new entry-level product, Mainstay Core. In addition to providing consolidated vetting data that enables faster and more efficient decision-making, Mainstay Core provides a comprehensive snapshot view of sanction data to support compliance for ship charterers, and minimise the risks for ports and terminals.
Previously only available as a premium subscription platform, MIS Marine has broadened accessibility to its Mainstay product suite with a comprehensive entry-level option at a time when the maritime industry is facing more than 2,000 sanctions due to the Ukraine crisis.
Through standardised but configurable risk policies, Mainstay Core provides full access to Marine Assurance data sources, enabling effective and simple screening processes and streamlined third party communication. With an intuitive Review screen, one-click decision making and colour coded document status indicators, vetting operations are streamlined and time efficient – helping charterers, ports and terminals to make the right decision, faster.
Providing a complete data view, responsive compliance tracking and ultimately streamlining vetting operations, Mainstay Core underpins vetting processes for tankers, barges and offshore vessels and their related companies, providing berth-to-berth assurance of an entire journey, contract, or project.
MIS Marine launches Mainstay Core to provide accessible support for ship charterers, ports and terminals facing new additional sanctions
Dominic McKnight Hardy, Managing Director at MIS Marine, said: “Today, Marine Assurance is more than vetting. It’s about understanding your complete risk profile. Those risks come in many forms, from compliance and regulatory failings to indirect business with a sanctioned entity. Through its sanctioned data tracking, Mainstay Core automatically alerts you to any sanctions and compliance threats, helping you stay informed of every detail that could affect a vessel’s suitability and jeopardise your reputation.”
Mainstay Core collects and presents multiple sources of up-to-date industry data – OCIMF (SIRE, BIRE and OVID), IHS, USCG, AIS Tracking and sanctions.
Since 2009, MIS Marine has developed advanced Marine Assurance solutions to support the drive for better standards and ensure compliance with regulatory targets is achieved across the maritime industry. The company also developed and delivers the cutting-edge solution Mainstay Pro – which formed the foundation for Mainstay Core – that includes more advanced features and in-depth capabilities to support Marine Assurance operations.
Source: MIS Marine
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