Ensuring that Canadian Coast Guard personnel have the equipment they need to keep Canada’s waterways open and safe is a key priority for the Government of Canada.

Today, the Canadian Coast Guard is announcing the award of a $36.14 million vessel life extension contract for the Canadian Coast Guard Ship (CCGS) George R. Pearkes. The vessel will be dry-docked and enter an extended maintenance period designed to increase its operational life.
Following an open and competitive process, Public Services and Procurement Canada, on behalf of the Canadian Coast Guard, has awarded Heddle Shipyards, Hamilton, Ontario, the contract to complete vessel life extension work on the CCGS George R. Pearkes. The ship primarily performs light icebreaking and buoy tending, and is available for search and rescue and environmental response operations on Canada’s east coast.

The vessel life extension work includes:

• steel hull reinforcement;
• hull, superstructure, deck and mast recoating;
• galley modernization;
• replacement of the bow thruster, cycloconverter, propulsion generator and the internal communication system;
• tail shaft and rudder inspections; and
• domestic and auxiliary system upgrades.

This contract award falls under the repair, refit and maintenance pillar of the National Shipbuilding Strategy, which is helping to ensure that Canada has a safe and effective fleet of ships to serve and protect Canadians for years to come, while providing ongoing opportunities for shipyards and suppliers across Canada.

While the ship undergoes vessel life extension from Winter 2023 to Spring 2024, the Canadian Coast Guard will reallocate its other maritime resources to ensure Canada’s waterways continue to be safe for all seafarers in Canadian waters.

Quotes
“A strong, well-equipped, Canadian Coast Guard fleet is essential to protect Canadians on the water, and the marine environment. This Government continues to make important investments through the National Shipbuilding Strategy so that Canadian Coast Guard personnel have state of the art equipment to perform their crucial work. With the vessel life extension of the CCGS George R. Pearkes, Canadian Coast Guard personnel will continue their key role in supporting Canada’s blue economy.”

The Honourable Joyce Murray, Minister of Fisheries, Oceans and the Canadian Coast Guard
“Canadians from coast to coast to coast know the importance of our Coast Guard. I am thrilled that a company from Hamilton will be able to help ensure that personnel of Canada’s Coast Guard have a safe and effective fleet of ships to serve and protect. This contract award today demonstrates that the National Shipbuilding Strategy provides economic opportunities for shipyards across Canada. Canada’s skilled shipbuilding workforce is helping us repair and maintain our fleets, while supporting economic growth across the country.”

The Honourable Filomena Tassi, Minister of Public Services and Procurement

Quick Facts
• The CCGS George R. Pearkes entered into service in 1986.
• Stationed in St. John’s, Newfoundland and Labrador, CCGS George R. Pearkes is primarily a light icebreaker and buoy tending vessel named for Victoria Cross recipient George Randolph Pearkes.
• Although the vessel is primarily used for buoy tending and icebreaking, it also performs search and rescue, scientific research and environmental response.
Source: Canadian Coast Guard


With the flow of Russian coal to Europe coming to a final end, buyers jostling for alternatives are increasingly in favor of tapping non-traditional markets, a development many believe, for better, will likely lead to the creation of new trade flows for the fuel.
While obvious substitutes like South Africa, Australia and Indonesia are a fallback plan for many European coal buyers, new origins like Tanzania, Kazakhstan and Nigeria are being positively considered as a further backup measure, sources told S&P Global Commodity Insights.

Even though coals from some of these origins have been around for some time, the fine prints of these probable new origins like coal reserves and production capacity are yet to be explicitly determined. But buyers have started exploring them as a full fledged plan of action due to competitive prices and quality in line with the requirement, market sources said.

“We have already booked cargoes from Tanzania and some from Kazakhstan as the coal quality is better than many other origins. A mine visit has been done in Nigeria too; the idea is to tap markets which have the potential but have not been explored much as supply from Russia was consistent,” a top Europe-based buyer said.

He said a few shipments from Tanzania and Kazakhstan have already entered Europe in the last two months, adding that earlier imports from these countries had occurred on a small scale but the volume was now likely to increase significantly.

The EU adopted a sanctions package in April banning Russian coal in response to alleged war crimes by Russia in Ukraine. The complete ban is scheduled to become effective from Aug. 10.

According to sources, an ideal specification for European plants would be 5,700 kcal/kg NAR or higher, with 0.8% sulfur and 20%-24% volatile matter, and the quality of coal from the new origins was closer to these specifications.

Kazakhstan has exported 2.85 million mt of coal and coke to the EU so far in 2022, against 0.81 million mt in full year 2021, according to data by S&P Global Commodities at Sea. The data also showed Mozambique increasing supply to Europe by over six times in 2022 compared to last year. Its thermal coal exports to Northwest Europe so far in 2022 clocked at 1.1 million mt, against 22,653 mt in full year 2021.

“Russian coal was perfect for Europe, it went straight to the power plants without any tinkering required. The same is not the case with origins like the US, South Africa and Indonesia; a good amount of blending will be required,” the buyer said. “The US’ coal has high sulfur and volatile matter, CAPP coal is not available in much quantity, and South Africa cannot cater to all of Europe’s needs.”

Price a key factor

Following the Ukraine invasion, global coal prices jumped to record highs as risks of disruption to energy markets rose and users were insecure about supply. Seaborne prices still remain close to record levels and a favorable arbitrage to deliver coal to Europe will understandably be a key factor when sourcing from these new origins.

Platts CIF ARA 6,000 kcal/kg NAR physical coal assessment rose to $375/mt on July 20 from $176/mt on Feb. 18, and not far from the all-time record of $432.50/mt on June 23, S&P Global Commodity Insights data showed. The most recent Platts assessment for FOB Baltimore 6,900 kcal/kg NAR coal for August loading was $270/mt, while FOB Nola 6,000 kcal/kg NAR was assessed at $260/mt, both similarly close to record highs, S&P Global data showed.

Meanwhile, the FOB Richards Bay 5,500 kcal/kg NAR was assessed at $232.15/mt July 22, and the 7-45 day price of FOB Kalimantan 4,200 kcal/kg GAR coal was $82.50/mt.

Traditional sources continue

Sources said coal prices from Tanzania, Kazakhstan and Nigeria are fairly competitive with South African and US prices, which is also a reason why European buyers are keen to source material from these regions.

“If they [European buyers] have less options, they have to take whatever is available as alternative to Russian coal. Tanzanian coal is good quality 6,000 kcal/kg NAR grade, one small cargo has come to India as well. Port restrictions are there in Tanzania but for Europe it is perfect coal in terms of quality,” an India-based trader with dealings in the European market said. “Since Kazakhstan is out of sanctions, people will take that as well but it is slightly lower grade than the South African coal.”

A market source said imports from South Africa, Indonesia and Australia have also been continuing. “I have booked eight Capesizes from Australia for September, close to 1 million mt from South Africa and some from Indonesia too,” he said, adding coal from anywhere was welcome now as supply is limited.

“Volumes from Kazakhstan to Turkey in June and July are anticipated to peg higher amid a reduction in alternative origins of supply, most notably Russia,” a Mediterranean-based trader said.

A US-based trader said while coal from Kazakhstan has been around for a couple of years due to its low sulfur, the transportation from this origin to anywhere remains a limiting factor. “If any of these origins are being discussed, I cannot imagine significant volumes without trader participation,” the trader said.
Source: Platts


Capesize

The Capesize market lost ground throughout the week with the average of the five time charter routes trending down from $21,526 on Monday to $17,255 on Friday. The west Australia to Qingdao route lost $1 over the week, with fixtures at $9.75 at the close, whilst the Brazil to Qingdao trade fell below $26 by Friday. Limited activity surfaced from the North Atlantic region as both fronthaul and Transatlantic cargoes appeared lacking. A Saldanha Bay to Rotterdam cargo was fixed below $8 and an Australia to Ijmuiden cargo was fixed in the low/mid$20s, both showing a much lower time charter equivalent value on the backhaul run. The route index eventually dropped into negative territory at -$472. It was the first time since the end of February that the revised backhaul run fallen below 0 dollars. In contrast to the current negative sentiment, the peak of the year for the route was in May at over $30,000 per day.

Panamax

Another softer week for the Panamax market as owners felt the recent pressure continue across all basins, some limited resistance shown in the North Atlantic but this was largely position led with fundamentals weaker overall. The P1A route hovered in the $19,000s all week, although bids in the latter part of the week were heard to be closer to $17,500. Activity ex EC South America was mostly flat with end August/early September arrival dates floating around the $18,500 mark. Asia saw glimpses of fresh demand ex Australia and to a lesser degree NoPac, but rates drifted over the week with the tonnage count surpassing any demand. A rate of $16,750 was concluded by an 81,000-dwt delivery Japan for a NoPac round trip midweek, but returned closer to mid $15,000s for the same trade by the end of the week. Period activity was muted, however an 81,000-dwt delivery Vietnam achieved a shade over $20,000 for six to eight months trading.

Ultramax/Supramax

For the most part, Atlantic activity was limited with the summer season in full flow and negative sentiment visible across both basins. A 63,000-dwt open in Cotonou for early August fixed via East Coast South America to Singapore-Japan range at $24,000 and a 64,000-dwt fixed basis delivery East Coast South America to Singapore-Japan range at $18,800, plus a ballast bonus of $880,000. A 56,000-dwt fixed from SW Pass to the Continent with an intended cargo of Petcoke at $29,000 whilst a 55,000-dwt fixed from South Spain to West Africa at $21,000. In Asia a 58,000-dwt fixed from Singapore via Indonesia to China at $18,000. A 63,000-dwt was rumoured to have been fixed for a trip from Japan to the US Gulf at $22,000. On the period front a 63,000-dwt open prompt in Singapore fixed for four to six months at $33,000 with the scrubber for Charterers benefit.

Handysize

With largely negative sentiment this week, levels in most regions declined. A 37,000-dwt was fixed from Recalada to the Western Mediterranean with an intended cargo of grains at $32,000 and a 38,000-dwt fixed from Barcarena to Portugal at $28,000, both earlier in the week before brokers said that levels had started to diminish due to lack of enquiry. A 40,000-dwt was rumoured to have been fixed from the US East coast to Aquaba at $25,500. Asia was also in decline with a 38,000-dwt fixing from Singapore via Western Australia to South East Asia with an intended cargo of Alumina at $22,000. A 32,000-dwt was fixed from Japan to South East Asia with an intended cargo of slag at $16,500. A 38,000-dwt open in Kaohsiung end July fixing for two to three laden legs at $27,250 and a 32,000-dwt open in Lanshan fixing for two to three laden legs redelivery Singapore-Japan range at $20,750.
Source: The Baltic Exchange


A decline that shippers were seeing in ocean spot rates and in premium surcharges across many trade routes as demand for containers softened has reversed, with congestion at ports and at sea increasing container spot prices for the U.S./Europe trade route and creating a floor in spot rates for the Asia to East Coast shipments.

An ocean spot rate is a one-time price a shipper can lock in for a specific shipment without a long-term contract. Ocean spot rate pricing trends flow through to the broader economy, as retailers have passed on container prices to the consumer during the pandemic, and it is among inflationary pressures as the Federal Reserve tries to tamp down demand.

A recent decrease in demand which had led spot prices to decline was the result of manufacturing orders being cut due to changes in consumer spending behavior. But now the situation is changing again as the trade routes experiencing congestion are seeing container rates moving higher.

“Global shippers should be prepared for volatility in the coming quarters,” said Peter Sand, chief shipping analyst at ocean and air freight research firm Xeneta. “I think patience is required, not only in terms of understanding how market dynamics constantly develop, but certainly also to realize that no two markets are alike.”

Container congestion creates a false lack of available containers, and push up prices, as CNBC has reported. The longer a container is at rest, not moving loaded or unloaded, takes that container out of the supply for future use. When container availability is diminished, freight rates increase.

Numerous port labor strikes and rail disruptions in Europe have bogged down the movement of containers at German ports, and that contagion is moving into the U.K. The congestion created by the labor slowdowns and strikes have constricted Hamburg’s container availability and the CNBC Supply Chain Heat Map for Europe has flipped from yellow to red.

Container pricing for the China to the U.S. East Coast route is back up to $10,000 as more vessels arrive and congestion grows.

Container wait times at the Port of Oakland have soared to 26.5 days after the trucker protests that shut down the terminals.

“The recent protest disruptions at the Oakland Seaport which halted operations for several days are having an impact. It could take weeks to sort everything out. This will likely cause further cargo delays,” said Bryan Brandes, maritime director at the Port of Oakland.

The halt in operations will also impact the pace of loaded U.S. agriculture exports. The port reported a 4.2% decline in loaded U.S. exports for the month of June as a result of ocean carriers omitting the port as a way to make up for time lost to congestion at the ports of Los Angeles and Long Beach.

Traditional peak season in ocean shipping starts in the month of August. The current backlog of containers at the ports will only increase congestion and add wait time for incoming vessels.

According to a report from Everstream Analytics, “On the U.S. East Coast, congestion at the Port of Savannah continues to be very high with average waiting times climbing to 7.5 days, up 123% compared to the previous quarter. Vessel counts increased from last week to 18 on average. The Port of New York-New Jersey saw waiting times decrease slightly to 1.8 days on average with 10 vessels waiting at anchor.”

Savannah has publicly stated that trade to its port has been boosted by West Coast labor talks and delayed access to rail at West Coast ports, prompting a significant shift in vessel calls. Savannah is also receiving container trade diverted from the Port of Charleston.

“GPA [Georgia Ports Authority] is currently handling the highest volume of ad hoc and new service vessels the Port of Savannah has experienced to date,” it said in a release. “Uncertainty around the labor talks, unprecedented and unplanned vessel calls, record cargo volume, and vessel diversions to Savannah have contributed to a higher than normal number of vessels waiting at anchor.”

What remains to be seen is how strong the peak season will be. Future bookings tracked by FreightWaves show the total container volume from all ports in China to all ports in the U.S is down, reflecting a slowdown in consumer spending. Big swings in the recent past were a result of China’s Covid lockdowns or slowdowns, but slowing demand has supplanted that story.

While the decrease in orders in theory should create an availability of containers, that is not happening because of the congestion, which is tying up supply.

The other factor which will limit container availability is blank (or canceled) sailings. Ocean carriers remove sailings to keep a schedule. But the cut in vessels moving restricts the amount of space available for containers to be loaded. This sets a floor on container prices and can increase spot rates as well.

Blank sailings of five or higher from China indicate a loss of capacity that starts to tighten the availability of space on vessels. “If we use as a quick rule of thumb that there are 50 vessel sailings per week, that means you have 200 a month. So when you look at Shanghai and you have 25 canceled sailings, that takes out roughly 12 percent of the available sailings,” a logistics manager explained to CNBC.

“The mounting delays at USA ports being experienced by carriers is leading to vessels returning to Asia out of position to fill their next scheduled inbound sailing,” said OL-USA CEO Alan Baer. “This will lead to a reduction of available capacity due to increased blank sailings, and ultimately higher transportation costs. Reduced volume may initially help to mute the upward price pressure, however, if we see volume increase the availability of space will tighten quickly.”
Source: CNBC


On July 31, the coal carrier Ushio, which NYK had ordered from Honda Heavy Industries Co., Ltd. (headquarters: Tokyo), was delivered at the Saiki Shipyard (Saiki City, Oita prefecture). A naming ceremony was attended by Masato Mizutani, executive officer, head of fuel operation management group of JERA Co., Inc. (headquarters: Tokyo); Nobuhiro Kashima, managing executive officer of NYK; and a number of related parties.

This vessel is the NYK Group’s first coal carrier for domestic coastal transport by JERA. The ship will be operated by the NYK Group’s Asia Pacific Marine Corporation based on a transportation contract between JERA and NYK. The vessel will serve as secondary transportation of overseas-delivered coal from a relay station within Tokyo Bay to the Yokosuka Thermal Power Station. The ship is designed to be environment-friendly and includes a hatch cover that can be kept closed during discharging operation as a dust-prevention measure.

The NYK Group will provide new services that seamlessly link oceangoing shipping and domestic coastal shipping through the operation of this vessel and realize an efficient secondary transportation network within Tokyo Bay to contribute to stable energy transportation.

In addition, with a view to address issues that are expected to affect future domestic coastal shipping around Japan, such as a decrease in the number of seafarers and long working hours of seafarers, the operation data of this vessel will be collected and utilized for research and development to realize autonomous ships in the future.

Naming ceremony
Seventh from left in front row; Masato Mizutani, executive officer, head of fuel operation management group of JERA
Fifth from left in front row; Nobuhiro Kashima, managing executive officer of NYK
*Face masks were removed immediately prior to the photo.

Ushio

 

On February 3, 2021, NYK released the “NYK Group ESG Story,” which aims to further integrate ESG into the company’s management strategy and promotes activities that contribute to the achievement of the SDGs through business activities. On March 24, 2022, NYK released the updated “NYK Group ESG Story 2022,” which introduces initiatives for integrating ESG into the Group’s management strategies set forth in the “NYK Group ESG Story” and provides a partial explanation of the Group’s sustainable growth strategy from a long-term perspective. To strongly promote ESG management, NYK will continue to create new value as a Sustainable Solution Provider.

Source: https://www.nyk.com/english/news/2022/20220801_01.html



The US yard of Keppel Offshore & Marine delivered the 2,525 teu, LNG-powered, George III, built to a propriety design by the Singapore-headquartered group.

A second vessel the Janet Marie is currently under construction at the yard and the two containerships will be the first LNG-powered vessels to serve the US West Coast. They will be deployed by Pasha Hawaii on the Hawaii – US mainland Jones Act trade.

George III is also the first IGF compliant vessel certified by the United States Coast Guard.

David Wedgeworth, President of Keppel AmFELS, said, “We are pleased to deliver Pasha Hawaii’s first LNG-powered containership, which extends Keppel O&M’s track record in providing solutions for the gas value chain. By working closely with Pasha Hawaii, we were able to resolve operational challenges posed by Covid-19 and deliver the vessel to their satisfaction.

George Pasha, IV, President and CEO of The Pasha Group, said, “We look forward to beginning service to Hawaii in August and taking delivery of the Janet Marie later this year.”

Keppel AmFELS’ Wedgeworth added: “We are supporting the Jones Act market and are currently building Pasha Hawaii’s second LNG-fuelled containership, as well as other vessels for the offshore wind and dredging sectors.”

The Texas yard is building a wind turbine installation vessel in the US for Dominion Energy, as well as a high-specification Trailing Suction Hopper Dredger for Manson Construction.

Keppel Offshore & Marine is in the process of finalising a merger with its Singapore compatriot and rival yard group Sembcorp Marine, and returned to the black in the first half of 2022.

Source: https://www.seatrade-maritime.com/shipyards/keppel-delivers-first-lng-fuelled-containership-pasha-hawaii


According to China Association of the National Shipbuilding Industry (CANSI_, Chinese yards’ shipbuilding volume was 18.5m dwt for the first half of this year, declining 11.6% year-on-year; newly-received shipbuilding orders were 22.46m dwt, dropping 41.3%; orders on hand were 102.74m dwt, an increase of 18.6%.

Shipbuilding export volume was 15.81m dwt, dropping 11.6%; newly-received export shipbuilding orders were 20.44m dwt, falling 40.2%; export orders on hand were 91.13m dwt, growing 18.2%, accounting for 85.5%, 91% and 88.7% of national volume respectively.

The total shipbuilding exports value was $10.43bn, dropping 5.7%. Bulk carriers, tankers, gas carriers and containerships were the major export ship types, accounting for 68.2% of the total export value.

In the first six months, China’s shipbuilding output, newly-received shipbuilding orders and orders on hand in deadweight tonnage accounted for 45.2%, 50.8% and 47.8% of global market share, and the amount in gross tonnage accounted for 42%, 47.7% and 41.5% the world volume, ranking the country’s yards in first place globally according to CANSI.

The association forecasts that further external uncertainties will the affect shipbuilding industry’s development, with the global shipping market activity expected to remain strong the newbuilding market should deliver a high volume in the second half of this year.

Source: https://www.seatrade-maritime.com/shipyards/chinese-shipyard-newbuilding-orders-drop-41-h1


Once blocked vessels are cleared, activity will continue via convoy, accompanied by a lead vessel.

Under the terms of a deal struck between Russia and Ukraine, grain and foodstuffs are cleared for export, with no cargoes cleared for import. Fertiliser exports have been declared as cleared but are yet to be confirmed, said ISS.

“In this context, ISS Ukraine is ready to provide full range of services, including husbandry, OPA, Owner’s matters, CLS, supply etc. covering Ukrainian ports: Odessa, Chornomorsk, Pivdennyi, Izmail, Reni,” the company added.

With the ports open and an agreement in place, questions remain over the insurance and security matters around sending vessels to the major Black Sea ports.

“We underline that we have staff located in the vicinity, and have a number of vendors and sub-agents acting in our name. Our staff safety remains the priority. We’ll keep monitoring the situation and revert with developments,” said ISS.

Source: https://www.seatrade-maritime.com/dry-cargo/first-vessels-sail-odessa-chornomorsk-and-pivdennyi-end-week


Zhonggu is expanding its fleet and has already secured eighteen 4,600t eu containership contracts with Chinese domestic shipyards. The first new vessel will start operation in October this year.

Established in 2003, Zhonggu Logistics is one of the major domestic container shipping companies in China and has a fleet over 100 containerships.

Zhonggu is also developing a multi-model container logistics park at Qinzhou, Guangxi province, a hub port at China’s west land-sea international trade corridor. Equipped with ZPMC developed terminal management system TOS, the logistics park will have the most advanced inland container yard in China, which is scheduled for operation in the fourth quarter of 2022.

Source: https://www.seatrade-maritime.com/containers/zhonggu-logistics-books-230m-profit-container-market-h1


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