Yantian International Container Terminal (YICT) is expanding daily gate-in quotas for export containers for a two-month period during the peak season.
From 1 August to 30 September the South China terminal run by Hutchison Ports is increasing daily in-gate quotas to 13,000 boxes for export containers.
In the first seven months of this year YICT said lines had added 14 new weekly calls at the port including America, Europe, Intra-Asia, and Australia services.
On 18 July the terminal handled six 400-metre-long vessels simultaneously, something it expects to become a norm.
AIDAprima becomes first large passenger ship to use GoodFuels’ sustainable marine biofuel, unlocking emissions reductions on seven-day cruise between Germany, France, Belgium and the UK
Rotterdam: GoodFuels, the leading biofuels provider for the global transport industry, has successfully completed its first bio-bunkering for a large passenger ship in partnership with Carnival Corporation’s AIDA Cruises brand, marking an important step forward to achieving sustainability in the cruise industry.
AIDAprima, a Hyperion-class cruise ship, was refuelled with GoodFuels’ sustainable biofuels during a port visit to Rotterdam, in the Netherlands. The trial took place while the vessel was on a seven-day cruise, visiting Hamburg, Southampton, Le Havre, and Zeebrugge.
GoodFuels’ next-generation sustainable biofuel is derived from feedstocks that are certified as 100% waste or residue, with no land-use issues and no competition with food production or deforestation. It enables a well-to-exhaust CO2 reduction of 80 to 90 percent when compared to fossil fuels. Thanks to its “drop in” properties, AIDAprima was bunkered with biofuel without requiring any modifications to the engine or tanks.
The successful bio-bunkering demonstrates AIDA Cruises’ commitment to investing in new-low carbon emissions technologies as part of their long-term decarbonisation strategy. It also provides a blueprint for the wider cruise sector on how to accelerate the adoption of alternative fuels in large-scale passenger ships. Following the first bio-bunkering, follow-up deliveries are envisioned by AIDA Cruises, as well as a potential for expansion to other brands under the Carnival Corporation banner.
Commenting on the partnership, Dirk Kronemeijer, CEO of GoodFuels, said: “This first bio-bunkering with AIDA Cruises marks an exciting step forward on the cruise industry’s decarbonisation pathway, demonstrating that our sustainable biofuels are a safe, technically viable and convenient option to drastically cut down emissions from passenger vessels. As the effects of climate change are felt acutely in several parts of the world, the time for action is now, and biofuels are one of the few options that can already make a difference today. We are delighted to have worked alongside the trail-blazers at AIDA Cruises in the past few months to make this milestone a reality, and we look forward to collaborating again in the future.”
Felix Eichhorn, President AIDA Cruises, emphasizes, “We continue to actively explore all opportunities to decarbonize our fleet while advancing efficiency in line with international carbon intensity reduction targets. With the successful start of biofuel usage, we have proven that gradual decarbonization is possible even on ships already in service. An important prerequisite for us as a cruise line to be able to use it is that it becomes widely available on an industrial scale and at marketable prices.”
New offshore fisheries science vessels for Canada. The Canadian Coast Guard has officially dedicated into service the Canadian Coast Guard Ship (CCGS) John Cabot. This is the third of three Offshore Fisheries Science Vessels built under the National Shipbuilding Strategy. These unique vessels serve as floating laboratories outfitted with modern research equipment to collect the data needed for the sustainable management of Canada’s oceans and aquatic resources.
A dockside ceremony was held at the vessel’s homeport, the Canadian Coast Guard’s Atlantic Region headquarters in St. John’s, Newfoundland and Labrador. The ceremony included the traditional breaking of a bottle on the ship’s bow by the vessel sponsor, Dr. M. Joanne Morgan.
In maritime tradition, the vessel sponsor is a civilian who participates in a vessel naming ceremony and takes an ongoing interest in the vessel’s operations. The Canadian Coast Guard is proud to have Dr. Morgan as the vessel sponsor for the CCGS John Cabot. Dr. Morgan is a retired Fisheries and Oceans Canada Research Scientist. She was also the first woman to chair the Northwest Atlantic Fisheries Organisation’s Scientific Council.
Through the National Shipbuilding Strategy, the Government of Canada is revitalizing the shipbuilding industry, creating good skilled jobs, and building whole new classes of ships to ensure Canada’s marine services have safe, reliable and modern equipment to fulfil their missions.
Like all Canadian Coast Guard vessels, the CCGS John Cabot is also equipped to support environmental response and search and rescue operations, when needed.
Quotes
“The dedication of the CCGS John Cabot is a milestone in our government’s historic investment in ocean sciences and the Canadian Coast Guard. Having a modern ship to gather data about the marine ecosystem is important to the restoration of fish species and their habitat. This in turn will support more economic opportunities for coastal communities.”
“Today is another proud day for the Canadian Coast Guard as we welcome the CCGS John Cabot to the Canadian Coast Guard fleet. This Canadian built vessel will serve as a dedicated science platform that will allow Canadian Coast Guard crews and fishery scientists to carry out their important work. A special thanks to the team who designed and built this magnificent vessel.”
Mario Pelletier, Commissioner of the Canadian Coast Guard
Quick facts
CCGS John Cabot is the third large vessel delivered to the Canadian Coast Guard under the National Shipbuilding Strategy.
The Offshore Fisheries Science Vessels are the first class of ships to be built by Seaspan’s Vancouver Shipyards, as part of the non-combat package under the National Shipbuilding Strategy.
The three new vessels are replacing existing ships on the east and west coasts of Canada. They will support scientific research such as:
fishing and acoustic surveys of fish and invertebrates;
collecting information on the abundance and distribution of marine species; and,
collecting data on marine ecosystems and the impacts of human activity on fisheries resources and ecosystem health.
The Vancouver-based Chamber of Shipping has welcomed the Government of Canada’s continued commitment to protecting Canada’s coasts by expanding and extending the Oceans Protection Plan (OPP) for an additional nine years with a further investment of $2 billion.
The Chamber of Shipping is pleased with the federal government’s acknowledgment of the relationship between the supply chain and ocean protection. Protecting Canada’s oceans and coasts requires effective and efficient ports, and safe, sustainable and competitive marine transportation corridors.
“We are pleased that the Prime Minister acknowledged that Canada’s oceans and coasts form an integral component of national and global supply chains,” stated the Chamber’s President Robert Lewis-Manning.
“The expanded mandate of the Oceans Protection Plan to address supply chain challenges must be backed by good governance and evidence, as Canada’s marine and connected terrestrial supply chains have shown their vulnerability to climate change, disruption, and trade surges. This incorporation ensures that solutions to supply chain issues are sustainable and that environmental, social, and economic interests are balanced.”
“Moving forward, we encourage the Government of Canada to facilitate collaboration and coordination between all levels of government, including Indigenous governments, the shipping industry and other users of waterways and ports. Integration is paramount given the complexity of ocean ecosystems, the marine operating environment and supply chain resilience.”
Canadian agricultural products and natural resources are in high demand globally as many countries grapple with the impacts of the pandemic, the war in Ukraine, and the impacts of climate change. Canada’s marine supply chain needs to have sufficient capacity and resiliency to address trade demands, food security, and any disruption to the supply chain, while minimizing impacts. Chamber’s President Robert Lewis-Manning photo: Chamber of Shipping
The Danish logistics company Unifeeder has chosen its compatriot technology firm ZeroNorth for full suite of optimisation services.
The two parties signed a three-year agreement, which will see Unifeeder implement the full suite of services included in ZeroNorth’s platform, as well as ClearLynx’s bunker solution, as part of the company’s decarbonisation process.
The partnership is expected to give Unifeeder’s fleet full transparency over voyage planning, access to industry-leading voyage optimisation with integrated weather routing, as well as bunker, vessel, and emissions optimisation recommendations to unlock fuel efficiencies, reduce carbon emissions, and improve earnings, according to a statement.
Jesper Bo Hansen, chief revenue officer of ZeroNorth
It is important to note that in the first phase, 90 of Unifeeder’s vessels will adopt ZeroNorth’s technology, with the Aarhus-based shipping company being able to scale up the number of vessels easily at any point, according to Jesper Bo Hansen, chief revenue officer of ZeroNorth.
“ZeroNorth offers cloud-based software solutions in one platform that helps owners and operators to optimise voyages, vessels, bunker and emissions. Unifeeder will utilise the platform starting with 90 vessels. Nothing needs to be installed on the vessels as ZeroNorth’s platform is easily accessible online,” explained Jesper Bo Hansen at Container News.
The partnership is another move of ZeroNorth into the container market.
“In Unifeeder, we are gaining a partner that understands the urgency of the climate emergency and our mission to make global trade green, as well as the role that digital solutions can play to reduce the environmental impact of maritime operations whilst improving earnings,” said Jesper Bo Hansen.
Martin Gaard Christiansen, chief commercial officer at Unifeeder, commented, “We recognise that it is a key strategic priority to be able to connect vessel, voyage, and bunker processes to maximise our fuel efficiency and reduce our carbon emissions. Adopting digital technologies that will help us to advance our green agenda is a crucial step in our commitment to contribute to the reduction of emissions on a local and global scale.”
He went on to point out that Unifeeder’s green agenda includes efficiency targets and limiting bunker consumption to reduce the company’s overall emission levels by 50% per container by 2040.
“After extensive market research, we found that ZeroNorth is ahead of others with regards to their sustainability features, especially CII analytics. By offering all operations optimisations in one platform, on a global, 24/7 basis and with full transparency over voyage planning, ZeroNorth is the right partner to support the progress of our sustainable shipping strategy, help improve earnings, reduce emissions, and drive success for our company in the future,” concluded Martin Gaard Christiansen.
Since the start of the COVID-19 Pandemic, Southern California’s ports have bottlenecked the supply chain, resulting in suppliers waiting record amounts of time to receive shipments. In recent weeks, this trend has transferred to the rail freight system nationally bringing stark price increases and logistical problems that mirror the height of the pandemic.
Shifting Priorities and Dropping Margins:
This has suppliers from many sectors reevaluating their logistics. Lisa Leffler, Director of International Logistics for the Utah-based outdoor sporting goods company Black Diamond, told The Wall Street Journal the current state of backups has forced the brand to utilize truck-based shipping for some product lines.
This not only delays shipments but can also increase backend costs by thousands of dollars per load. “This is what we were doing at the beginning of congestion in 2021,” Leffler went on to say.
Expect Delays:
The congestion of intermodal logistics has significantly increased delays for long haul freight, as firms are unable to get goods to their own distribution centers – a worrying sign after the 22% increase in logistics costs observed in 2021. Combined with the highest inflation rates the U.S. has seen in decades, the raise in shipping costs is taking a toll on retailers.
Roughly 29,000 shipping containers awaiting were held at the Port of Los Angeles in June, which remains the gateway for production from Asia. Union Pacific Corp. and BNSF, the two railroads servicing the port, say that congestion has now reached freight-switching stations thousands of miles inland.
State of Domestic Supply Chains:
Seeing rail logistics revert to peak pandemic form has been difficult to deal with, after levels of backup systematically fell throughout the second half of 2021, showing the problem has yet to be solved – and this new trend has posed problems of its own.
“This push-pull is very difficult to deal with,” President of Gross Transportation consulting, Lawrence Gross, said particularly of railroads. “[We] don’t have much warning of what’s coming, and the changes are severe.”
While railroads are attempting to limit the number of containers they move out of Southern California, containers are observing 20% longer wait times at inland transfer stations found in areas like Chicago – levels that logistics and transportation executives don’t see as sustainable over time.
As Dan Bergman, CEO of TraPac LLC, a container terminal operator in the Port of Los Angeles says, “the numbers are not improving. At some point, we will run out of space.”
The use of wind-assisted propulsion technology is growing with the partnership between BAR Technologies and Yara Marine Technologies reporting their second project with large bulk carriers in a week. Singapore-based Berge Bulk will install the WindWings technology on one of its dry bulk carriers. As an early adopter of wind-assisted propulsion technology, Berge will be evaluating what it is calling a pivotal technology to reduce the emissions of its bulker fleet.
“At Berge Bulk, we believe in the results that can be achieved by harnessing wind power. Evaluating this groundbreaking technology, the estimated impact on reducing emissions can be at least as significant as transitional fuels,” said James Marshall, CEO of Berge Bulk.
Berge Bulk has agreed to equip its Newcastlemax bulker Berge Olympus with BAR Tech WindWings supplied by Yara Marine Technologies. The four-year-old bulker that will be used to evaluate the technology is 984 feet long and 211,150 dwt. The vessel is registered in the UK. According to the companies, the WindWings will be installed on board Berge Bulk’s vessel in the second quarter of 2023.
“A successful transition to a lower-carbon future can only be achieved through an inclusive approach,” said Thomas Koniordos, CEO of Yara Marine Technologies. “Wind has been the most evident ship propulsion for centuries. We are excited that industry-leading companies like Berge Bulk have the vision and commitment to equip their vessels with wind-assisted propulsion technologies.”
To date, most of the shipping industry’s installations of wind-assisted propulsion have focused on wind rotor technology. Several companies have reported achieving meaningful fuel savings and reductions in emissions deploying the rotors while the solid wind sail technology has also been progressing in development. BAR Technologies is leveraging its experience in developed world-class racing sailboats to develop its technologies for the WindWings. Japan’s Mitsui O.S. K. Lines is partnered with Oshima Shipbuilding to commercialize a similar telescoping rigid wind sail that they plan to deploy on a bulker for the first time by the end of 2022.
Barr Technologies’ WindWings are large, solid wing sails that will measure up to 160 feet in height. The design calls for four of the sails to be installed on the Berge Olympus. According to the companies, the sail technology will be capable of reducing CO2 emissions by as much as 30 percent through a combination of wind propulsion and route optimization. The system is fully automated.
“By retrofitting WindWings technology to existing vessels, firms like Berge Bulk can begin to make an immediate impact on decarbonizing their fleets while at the same time seeing significant efficiencies in current fuel use,” said John Cooper, CEO of BAR Technologies. “With Berge Bulk joining a pipeline of WindWings installations through 2023, we look forward to working with our partners to make significant inroads into reducing vessel carbon emissions.”
BAR Technologies announced in November 2021 an Approval-in-Principle (AiP) by DNV for BAR Tech WindWings by Yara Marine Technologies. This AiP assessed the system’s design specifications, safety and usability considerations, and general applicability to sea-going vessels. The AiP also examined the deployment and functionality of WindWings in operation, use in extreme weather conditions, and system redundancy.
Last week, BAR and Yara announced their first agreement for the installation of the technology. Early in 2023, they will install two WindWings aboard the Singapore-flagged Pyxis Ocean, an 80,962 dwt bulk carrier. The five-year-old vessel, which is 751 feet in length, is owned by Mitsubishi and operates under a long-term charter to Cargill.
U.S. Coast Guard sent this bulletin at 01/23/2018 02:15 PM EST
The following information is provided to clarify activation of a vessel response plan (VRP), and
when and how deviation from listed response resources may occur.
An increasing number of responses in which VRPs have been used, have resulted in confusion as
to what action taken activates a VRP. Activation is not defined in 33 CFR Part 155.
When a Coast Guard FOSC is told that a VRP has been activated, the assumption is that certain resources identified in the plan have been consulted or mobilized. Once a VRP is activated, the resources identified in the plan must be used unless a deviation is approved by the FOSC.
The implications of VRP activation are significant and a clear understanding of what action activates a VRP is
essential. Failure to activate a plan quickly or failure to use pre-contracted resources can result in
delayed response and exacerbate potential environmental damages.
A VRP must be activated once the vessel’s Master has determined on board resources and
personnel cannot meet the needs of an actual or potential incident. VRP activation occurs when
the person in charge of the vessel contacts the Qualified Individual (QI) identified in the VRP.
The QI and alternate QI are defined in regulation as having the authority to mobilize resources
and consultative services identified in the VRP and to act as the liaison with the FOSC.
Contacting the QI and/or alternate QI activates the VRP.
The QI then assess the situation through consultative services and mobilizes response resources identified in the VRP if the incident
This website uses cookies to improve your experience. We'll assume you're ok with this, but you can opt-out if you wish. Cookie settingsACCEPT
Privacy & Cookies Policy
Privacy Overview
This website uses cookies to improve your experience while you navigate through the website. Out of these cookies, the cookies that are categorized as necessary are stored on your browser as they are essential for the working of basic functionalities of the website. We also use third-party cookies that help us analyze and understand how you use this website. These cookies will be stored in your browser only with your consent. You also have the option to opt-out of these cookies. But opting out of some of these cookies may have an effect on your browsing experience.
Necessary cookies are absolutely essential for the website to function properly. This category only includes cookies that ensures basic functionalities and security features of the website. These cookies do not store any personal information.
Any cookies that may not be particularly necessary for the website to function and is used specifically to collect user personal data via analytics, ads, other embedded contents are termed as non-necessary cookies. It is mandatory to procure user consent prior to running these cookies on your website.
