Wan Hai Lines Ltd. held ship naming ceremonies for WAN HAI 351, WAN HAI 352 and WAN HAI 353 accompanied by a charity donation today (5TH . August). Due to the COVID-19 pandemic, a physical ceremony was replaced by an online one.

WAN HAI 351、WAN HAI 352 and WAN HAI 353 are the first three vessels in the series of 3,013 teu containerships built by Japan Marine United Corporation Tsu Shipyard. Mrs. Yoshiko ISHII, wife of Director Executive Vice President; Manager, Tokyo Branch of Tosoh Logistics Corporation, Mrs. Keiko SAKAMOTO , wife of Director General, Marine and Aviation Finance Department, Industry finance Group, Japan Bank for International Cooperation (JBIC) and Mrs. Yasuyo NAGANO, wife of General Manager, Supply Chain Management Division, Motorcycle and Power Products Operations of Honda Motor Company Limited, named these three vessels respectively during the ceremony.

The design of 3,013 teu series takes energy efficiency and environmentally-friendly aspect into account. Moreover, all the ships delivered are certified with “Smart Ship” notations and installs Ballast Water Treatment System and Alternative Maritime Power which can make our shipping service even greener. The 1st vessel – WAN HAI 351 will be delivered in end of August, 2022 and deployed in ASIA AMERICA SERVICE. These new vessels are part of Wan Hai Lines efforts to ensure their continuous pursuit of fleet upgrade in order to provide the best quality service to customers.

In addition to naming the newbuildings, Wan Hai also made a charity donation of necessities to three charitable units; they are two private orphanages & organization for handicapped people named Nanairo and Seimatteya in Tsu City, and a charitable orphanage named Jiyugakuen in Nagoya. We hope this small token could benefit the local community. The charity donation represents part of Wan Hai Lines motto, “We carry, we care.”, as the company is committed to fulfill its corporate social responsibility, providing quality service to customers and bringing love to the society.

Reference: Wan Hai Lines

Florida-based shipping company World Direct Shipping has selected marine exhaust emissions technology manufacturer CR Ocean Engineering (CROE) as the preferred scrubbing system supplier for its containership Queen B III.

According to CROE, this is the third project that the company will complete for World Direct Shipping. Previous projects included the supply of scrubbers for the shipping company’s Queen B and Queen B II vessels.

By installing scrubbers on its vessel, World Direct Shipping aims to continue using heavy fuel oil (HFO) as known and reliable fuel while meeting the IMO/MARPOL regulations and safeguarding the environment.

It is estimated that CROE’s multistream scrubber will remove about five tons of SO2 emissions per day from the combined exhaust from the main engine plus three auxiliary engines.

In addition to reducing the SO2 emissions, several studies have now shown that scrubbers also reduce the larger airborne particles and, in conjunction with HFO, have a carbon footprint that is significantly smaller than when using low sulfur fuels such as very low sulfur fuel oil (VLSFO) and marine gas oil (MGO), CR Ocean Engineering said.

According to the manufacturer, the Queen B III will be installed with an open loop scrubber with the ability to be modified later to a closed loop or hybrid.

It will also be designed to have a “bottom inlet” configuration and will be installed outside the existing funnel, thus allowing for maximum pre-assembly and faster installation.

Source: https://www.offshore-energy.biz/florida-shipping-company-hires-cr-ocean-engineering-for-scrubber-retrofit/

Scrubber investments could rise considerably as new research evidence proves both its financial but also their operational benefits to ship owners. In its latest weekly report, shipbroker Intermodal said that “market sentiment remains bullish regarding the overall ROI of scrubbers, facing tailwinds from a surprisingly favorable Hi-5 spread. Under a blurred setting regarding the direction and efficiency of alternative fuels and the current geopolitical disruptions, owners tend to adopt a medium-term approach to the evaluation of their investment towards decarbonization, rather than a long-term which might be overturned”.


According to Intermodal’s Research Analyst, Ms. Chara Georgousi, “recent studies have shown that running on HSFO and on a scrubber produces way lower emissions than running on LSMGO, further confirming the viability of a scrubber investment. Currently, owners who will drydock their vessels soon are increasingly considering investing in pollution abatement technology, in return for the benefits from the expected savings in the bunkering costs”.

Source: Intermodal

“Coming down to the decision-making, the choice of scrubber type is a key factor that shapes the fitting cost but will mostly affect future savings and compliance with changing regulations. While most vessels carry open-loop scrubbers, many vessels fitted now opt for hybrid types, which offer increased flexibility for operation in all areas, regardless of ECA’s constraining rules or seawater alkalinity. Technological investments have a special mechanism of assessment, therefore, payback period, level of risk, tax prospects and expected inflation should be considered. The main criteria regarding the justification of a scrubber investment should be the ROI (including CAPEX & OPEX), the space occupied, and the weight, with horizontal scrubbers weighting less and covering less space compared to vertical ones, thus, minimizing the impact on a vessel’s cargo-carrying capacity and its profitability. Due to the funding difference of the technology implementation, the terms of inflows (fuel savings) and outflows (CAPEX & OPEX) should be identified, while the determining factor will be the maximum payback period”, Georgousi noted.

She added that “currently, owners who have already invested in scrubbers are enjoying a high ROI, while benefiting from more than $500/t Hi-5 spreads. For instance, in Singapore it was assessed at an all-time high of $569.50/t on July 5th, creating, therefore, the perfect scenario for scrubber-equipped ships. In Fujairah, the set-up is pretty much similar with the spread fluctuating close to the $500/t range. While HSFO markets in Asia have been weakening on the back of sanctions on Urals crude in Europe and the US, VLSFO markets are seeing a tight supply as refineries have been utilizing sweeter crude to maximize gasoline production to meet the demand for the peak driving season in the US and due to the expanded regional turnaround and strong gasoline cracks”.

Ms. Georgousi concluded that “at the moment, retrofitting times vary between 30 and 50 days, which is important to consider under the current market conditions. According to our data, retrofits now take place at a slower pace, while during 1H of 2022 only 3.7% of newbuilt vessels are scrubber fitted, compared to 13.9% during 1H of 2021. Since investments in technology are capital intensive, owners tend to keep a more conservative stance and ensure a balance in their fleets, until clarity is given on what will be the most cost-efficient and dominant compliant method”.
Nikos Roussanoglou, Hellenic Shipping News Worldwide

s&P Global Platts has started publishing time charter equivalent assessments based on 0.5% sulphur bunker fuel for scrubber and non-scrubber dry bulk carriers from November 1, this year, exactly two months ahead of the International Maritime Organization sulphur cap regulations


The new TCE assessments are calculated using daily 0.5% delivered bunker prices published by Platts. The vessel speed and consumption used in these TCE calculations were derived by extensive market survey and reflect market practice for vessels using low sulphur fuel.

The scrubber indices reflect the average of the difference between the TCE returns for scrubber-fitted and non-scrubber ships for respective routes under each vessel class.

Last month S&P Global Platts launched a capesize earnings index. The CapeT4 Index reflects ton-mile demand on four time charter equivalent (TCE) assessments.


Following a lengthy process, the International Maritime Organization’s (IMO) member states finally agreed in April to require international shipping to decarbonize and at least halve its greenhouse gas emissions by 2050.

The agreement includes strengthening design requirements for each ship type, a relative reduction of 40 percent in CO2 emissions by 2030, and at least 50 percent reduction by 2050, and subsequently a path toward a complete phase-out.

Although the members agreed on the goals, concerns were raised over the lack of any clear plan of action to deliver the emissions reductions.

Kirsi Tikka, Executive Vice President, Senior Maritime Advisor, at the American Bureau of Shipping (ABS), in an interview with World Maritime News said that collaboration by all stakeholders as well as sufficient investment in technology development are needed.

“To meet the targets established in the initial IMO strategy for GHG reduction will require considerable development time and financial investment that may not deliver returns in the short term.”

Since the experiences of early adopters of technology in complying with environmental regulations have not always been positive, the industry “is unlikely to adopt new GHG reduction technologies until there is a full proof of functionality and ideally a cost/benefit analysis.”
Kirsi Tikka, Executive Vice President, Senior Maritime Advisor, ABS
Kirsi Tikka, Executive Vice President, Senior Maritime Advisor, ABS

Tikka continued that financing the R&D needed to deliver on the schedule established by the IMO strategy “will be a challenge for the industry – something of which the IMO is well aware.”

WMN: Would you agree that the compromise on the 50 percent reduction was the best the IMO could do for the moment?

Tikka: Given the apparently high degree of disagreement on strategy between member states going into the meeting it was a very positive result for the IMO, the industry and potentially, the environment. By agreeing to establish a global target for CO2 emissions reductions, the IMO has produced a result in line with the Paris Accords and has sent a clear message that eliminates the need for regional target setting.

Shipowners will start to collect emissions data according to the IMO Data Collection System in January 2019 and this data will provide the foundation for IMO discussions on the final shape of the GHG strategy from 2023, Tikka continued.

Despite the headlines concerning 50% reductions of 2008 levels by 2050, the targets for the greenhouse gas reduction “are not finalized and IMO will use the output from the IMO DCS and the fourth IMO Greenhouse Gas Study (in 2020) to further refine the targets.”

In the meantime, shipowners are probably more focussed on the implications of 2020 in terms of fuel strategy and operational profile, Tikka said.

“The IMO GHG agreement raises a lot of questions, to which there are for the moment, few answers: what kind of technology will be available? What fuel strategy – conventional or alternative – should they choose and what propulsion system will offer the best option?”


WMN: What is your take on the available solutions on the market? What is the way forward: alternative fuels, scrubbers or maybe innovative ship designs?

Tikka: I agree that there is a need for significant system and service development to transfer some of today’s promising technology into solutions that can be implemented and applied. These include fuel cell and battery technology, wind and solar power assistance and new fuels such as Gas-To-Liquids, methanol from biomass and other biofuels, but few are ready to go on the kind of scale needed to meet the GHG targets.

Vessel designs have already been optimized for economic efficiency in recent years and a step change in efficiency would require a radically different approach to design and/or use of materials. Since it is not feasible to replace the world fleet by 2030, we will need other fuel and operational measures such as optimizing speed for on-time arrival at port, to supplement any advances in design.

Speaking on the impact of CO2 reduction decision on ship speeds, Tikka informed that vessel speed has “a significant impact on required power and therefore on fuel consumption and CO2 emissions.”

As a result, ships in sectors that typically operate at higher speed “are likely to work at lower operational speeds in future. And maybe more importantly these speeds will need to be optimized for the most efficient utilization of the vessel in the logistics chain rather than the traditional approach of specifying the speed in the charter party.”

Tikka said that addressing the CO2 requirements “will certainly take a holistic approach across the industry.”

The leveraging of more real-time and accurate vessel performance data will form an integral aspect of achieving these improved efficiencies. Digital technology and improved connectivity will offer tools not only for reporting and improving vessel performance but also for optimizing the wider logistics chain, Tikka concluded.



LR has today launched the ‘Sulphur 2020 – Options Evaluator’ to help the industry identify the best strategy for compliance with the global sulphur in fuel oil limit of 0.50% m/m, which comes into effect on 1 January 2020.

The ‘Options Evaluator’ aims to bring some much-needed clarity to what the potential cost and investment implications could be for the various compliance strategies, such as transition from fuel oil to MGO, use of scrubbers and HSFO or use of other compliant fuels such as LNG or Methanol.

There is no clear strategy to compliance. It is dependent on trading patterns, distance travelled, speed, size and type of vessels. The ‘Options Evaluator’ allows ship operators to compare different compliance strategies by reviewing emissions output and comparing the different CAPEX and OPEX implications of each option.

LR’s Douglas Raitt, Regional Consultancy Manager Asia, commented: “2020 is around the corner and to date it appears most operators will transition from fuel oil to gas oil operations to meet the global sulphur in fuel oil limit. Scrubber uptake or LNG and Methanol as a marine fuel are slowly evolving, perhaps as a function of a ‘wait and see’ approach by the shipping industry. We developed the options evaluator to give some guidance to operators who have not yet fully considered their options for 2020 compliance.”

Justin Murphy, CEO International Bunker Industry Association, said: “IBIA is fully involved at IMO on all matters marine fuel related and for years has been the voice of the industry pushing for practical regulations whichever options industry players choose. This options evaluator tool, one of a number being developed, is an aid that may complement owners’ and operators’ future efforts to develop a compliance strategy.”




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