BY THE MARITIME EXECUTIVE 12-04-2020 07:29:09

Hong Kong’s Pacific Basin Shipping company announced that it will be joining the increasing number of shipping lines using carbon offset credits and offering the customers the opportunity to go carbon neutral for its operations. The dry bulk shipping company reports that it has begun offsetting the carbon emissions for its global shore-side operations, including crew travel, employees commuting, and all office activities.
“In addition to pledging net zero-carbon emissions from our global shore-side operations, we will offer our cargo customers the opportunity to voluntarily purchase carbon credits to offset carbon emissions from the transportation of their cargoes on Pacific Basin vessels starting in 2021,” said Mats Berglund, CEO of Pacific Basin.
To facilitate the carbon offsets, Pacific Basin has partnered with CLP Innovation Enterprises Limited, a wholly-owned subsidiary of Hong Kong-headquartered power company CLP Holdings Limited. CLP is supplying Pacific Basin’s carbon emissions offset program with carbon credits derived from CLP’s wind farms in India.
The shipping line said that its purchase of CLP carbon credits will help to support CLP’s renewable energy operations and related community projects in India. The projects in India include a focus on sustainable agriculture, food, and water security, female empowerment, healthcare, and education.
Pacific Basin said that the program it would offer shippers is similar to carbon offsetting that airlines offer to their passengers. As commodity producers, traders, and end-users become increasingly interested in mitigating the environmental footprint of their activities, they are also likely to become more interested in offsetting emissions from the transportation of their products Pacific Basin said.
Pacific Basin currently operates approximately 235 Handysize and Supramax dry bulk ships, of which 116 are owned and the others are chartered.
source: https://www.maritime-executive.com

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BY THE MARITIME EXECUTIVE 11-23-2020 02:58:30

As part of the industry’s move to the next generation of autonomously operated vessels, the ocean research and survey company Ocean Infinity announced the order for a new generation of larger vessels able to operate remotely controlled or crewed and prepared for future green fuels. To be built at VARD’s shipyard in Vietnam, the eight vessels, which hare believed to be the largest of their kind, are scheduled for deliveries between mid-2022 to end-2023.
Measuring approximately 256 feet in length, the eight Marine Robotic Vessels are designed as a multi-purpose platform that can provide for the safe launch and recovery of remotely operated surface vessels (ROVs), autonomous underwater vehicles, and other robotic systems. They will be equipped with the technology to permit them to operate remotely controlled from onshore, lightly crew or uncrewed. Initially, it is anticipated that they will operate with a skeleton crew on board. The design is also prepared for the introduction of alternative fuels such as green ammonia with fuel cell and battery technology.
“With a high focus in the design process of making the vessels energy efficient, the vessels are equipped with highly optimized hull forms, propellers, and engine arrangements,” said Ove Bjørneset, VP Research and Innovation in VARD. “The vessels are inherently developed for safe and secure prolonged missions with a redundant mindset like split engine and propulsion rooms, redundant cooling systems, sensor systems, automation and power management systems, navigation and communication systems.”
The series of eight vessels will expand Ocean Infinity’s newly launched Armada fleet, which will include nine 21-meter and 36-meter vessels. The smaller vessels are already in production and expected to operational by early 2021.
“The impact and the scale of this robotic fleet will spark the biggest transformation the maritime industry has seen since sail gave way to steam,” said Oliver Plunkett, CEO of Ocean Infinity. “With our new fleet, we will be able to provide sustainable services to all corners of the industry from offshore energy, to logistics and transport.”
Vard Electro, which has developed the SeaQ Integrated Automation System and SeaQ Power Management System together with the class society to allow for safe remote operations and cyber-secure communication, will deliver a complete electrical systems package from engineering through installation, integration, and commissioning. Also, a range of suppliers and contractors in the Norwegian Maritime Cluster is involved in the project.
source: www.maritime-executive.com

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BY THE MARITIME EXECUTIVE 11-18-2020 06:22:31

One of the key concerns related to the introduction of the IMO’s low sulfur fuel regulations in 2020 related the quality and consistency of compliant fuels. Bunker fuel producers worked to develop VLSFO blends while shippers made plans for the switch from HSFO to VLSFO while carefully monitoring vessel and machinery performance.
Fuel management provider Integr8 is out with a new report looking at the issues with HSFO and VLSFO from the lead up to the new regulations and the ten months since the regulations went into effect. Over the past year, Integr8 reports that it accumulated the results of over 75,000 test results to look at the key fuel quality developments comparing VLSFO and HSFO.
The data shows that in the past year the share of HSFO off-specs increased, overtaking VLSFO, which in turn saw a decrease, according to Integr8. “The severity of VLSFO off-specs also decreased, while increasing for HSFO. Out of the four bunker hubs analyzed, currently ARA has the highest probability of VLSFO and HSFO off-specs,” reports the fuel management provider.
“Prior to the IMO2020 switch, it was widely expected that VLSFO would turn out to be more problematic than HSFO and this was indeed the case early in the transition. Given that VLSFO producers had to hone their blending recipes, the share of VLSFO off-specs stood at 5.1 percent on average between November 2019 and January 2020, almost double the HSFO share,” the analysis says.
As the year went by and producers gained more experience with VLSFO, the reduction in the share of off-specs followed. On the other hand, and quite unexpectedly, Integr8 says the share of HSFO off-specs steadily increased, currently standing higher than VLSFO.
The fuel quality data also shows that it is not only the share of VLSFO off-specs that decreased but also the severity. In VLSFO there has been a steady reduction in the prevalence of sulfur and TSP (a measure of fuel stability) off-specs, which are critical quality parameters, while HSFO shows a very different trend. Both sulfur and TSP off-specs are on the rise, mostly driven by TSP.
While the above changes are good news for the VLSFO users, HSFO buyers should be aware of the rising TSP off-specs. Integr8 also cautions to watch out for VLSFO and HSFO quality issues varying by different parts of the globe. For example, they report that while the share of VLSFO off-specs in ARA dropped in August – October, it remains much higher than in the other ports and above the global average.
“Overall, it has been an interesting year when it comes to bunker fuel quality and despite the initial concerns the IMO2020 transition generally went well,” concludes Integr8 Fuels. They said they will continue to monitor and report on any significant fuel quality trends.
Integr8 Fuels complete analysis of the trends in fuel quality in the past year is available for download.
source: www.maritime-executive.com

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BY THE MARITIME EXECUTIVE 11-09-2020 07:44:32

Shipping association BIMCO is adapting one of its standard contracts for use with future autonomous vessels. Though no autonomous cargo ships are currently in operation, BIMCO seeks to prepare now by examining what a standard contract might look like.
According to BIMCO’s head of contracts and clauses, Grant Hunter, the first autonomous vessel contracts will not be charter parties, because the initial generation of vessels will be designed and built for dedicated routes. The first charterers to use autonomous vessels will likely be non-maritime firms – for example, fertilizer manufacturer Yara, the backer of the Yara Birkeland autonomous ship project. These shippers-turned-shipowners will contract with an experienced ship manager for the vessel’s operation, including “crewing” with shoreside personnel.
To respond to this scenario, BIMCO has adapted an existing service-based contract that is already widely in use – the SHIPMAN 2009 template. It is a popular agreement in the ship management sector, and BIMCO has added provisions for the kind of additional services that an autonomous vessel would require – for example, the setup and manning of a remote operations center.
BIMCO believes that the need for an autonomous vessel contract is coming fast, and it expects to see the first generation of autonomous cargo ships on the water within a year’s time. Though these vessels will be crewed at first, BIMCO expects that they will be operating fully unmanned (and monitored closely from shore) shortly thereafter. “Technology is developing rapidly and what was once thought of as science fiction is now well within our grasp,” predicted BIMCO.
Wilhelmsen, Anglo Eastern and NYK have contributed to the contract’s development, along with ITIC, Gard and law firm HFW. Its final form will be released next year, in time for expected developments.
source: www.maritime-executive.com

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BY THE MARITIME EXECUTIVE 11-04-2020 09:16:02

Amidst a resurgence of COVID-19 cases in Germany, trade show organizer Hamburg Messe und Congress (HMC) has announced the cancellation of the in-person portion of its biannual SMM conference – one of the industry’s top international gatherings. Instead, the program will be held fully online.
“After close consultations with the exhibition committee and government institutions, we have decided to host SMM 2021 as a purely digital event. The progress of the coronavirus pandemic and the resulting restrictions have rendered it impossible to come up with a reliable plan for a physical trade fair,” said Bernd Aufderheide, the president and CEO of HMC.
The revised program centers on an online “Maritime Business Hub,” a platform for exhibitors to meet with potential customers. The hub will remain online and open until the next SMM in 2022. “This means our exhibitors and partners can present themselves continuously until the next physical gathering, and intensify their business networks by utilizing our large database,” said Claus Ulrich Selbach, the business unit director for maritime at HMC.
SMM was originally scheduled for September 8-11, 2020, but it was postponed until February 2021 and modified into a “hybrid” event due to the travel disruption caused by the pandemic. The plan called for a combination of on-site exhibitors and visitors as well as a set of online programs for those who  could not attend in person. In order to ensure safety, the on-site component would have incorporated a maximum daily limit for hall occupancy, wider aisles in the halls, plexiglass windows at the stands, participant tracking within the show and provisions for contact tracing in the event of an infection.
At the time, HMC said that it expected that business travel would be permitted again by early 2021; however, in recent weeks COVID-19 cases have been on the rise in northern Europe, and Germany has been posting record-breaking daily case counts since the end of October. On Monday, the German government instituted a new partial shutdown for restaurants, bars and clubs, resuming some of the restrictions it instituted earlier this year in an attempt to curb the virus’ spread.
“The pandemic has demonstrated that so much can be achieved through digital means and that the maritime industry is more than capable of adapting to new ways of working. During these very challenging times, more than ever before safety must be at the forefront,” said Knut Ørbeck-Nilssen, the CEO of DNV GL Maritime, in a statement of support for HMC’s decision. “I am therefore pleased that SMM has shown the foresight and sound judgment to move next year’s SMM onto a digital platform.”
source: www.maritime-executive.com

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BY THE MARITIME EXECUTIVE 11-03-2020 03:53:28

Charterers in some instances have been preventing crew changes from occurring, according to INTERCARGO. The trade organization representing the dry bulk sector is seeking to highlight the practice as a means of bringing it to an end. INTERCARGO has also been an outspoken voice in recent months in calling for governments and organizations to make accommodations to facilitate crew changes during the pandemic.
“INTERCARGO strongly condemns the non-compassionate practices of some charterers of dry bulk carriers, in their rejection of crew change outright during the charter period,” the organization said in its statement. “This flies in the face of industry-wide efforts to offer seafarers the essential rest that they have been so long without during the COVID-19 pandemic, and which is essential to the safe operation of the shipping sector.”
INTERCARGO says that it has learned that in a number of instances, charterers in the dry bulk sector have been preventing crew changes from taking place during the period of the charter. They note this is despite the ship owner agreeing to accept the associated costs. In these instances, they say that charterers have been overlooking relevant provisions and charter party clauses that could be employed.
“Ironically, this appalling practice has been reported primarily in the dry bulk sector, where the prevention of seafarer fatigue is of special concern. Bulk carriers on tramp trading routes call at many more ports than other shipping sectors, piling added strain on an already fatigued workforce with no hope of crew change. A crew must be well rested to operate a ship in compliance with the voyage instructions from the charterers: to load and discharge the cargo, ballast, and de-ballast, wash, dry and present cargo holds, open/close hatch covers, and carry out the multitude of associated tasks to ensure safe operation of the vessel,” says INTERCARGO.
They are also highlighting some of the prohibitions enforced against crew changes. For example, they said that in some countries in Southeast Asia that bulk carriers changing crew are being treated as “toxic” by charters for 14 days following the crew changes.
Crew changes, however, became a central issue during recent incidents of the coronavirus aboard ships, especially in Western Australia. At the end of September, 80 percent of the crew aboard the bulk carrier Patricia Oldendorff tested positive for COVID-19 and officials later determined that 20 of the 21 crew members had recently completed a crew change in the Philippines. Days later, crew aboard the ore carrier Vega Dream also tested positive for the virus, while in October, New Zealand traced a case of the virus to the container ship the Sofrana Surville that carried out a crew change with seafarers from the Philippines while docked in Auckland.
Last week, the International Maritime Employer’s Council and the International Transport Worker’s Federation working in cooperation set up a new facility for seafarers in Manila. To address concerns raised around the crew changes, the facility will provide a location for testing and quarantine of crew to raise confidence that health and safety protocols are being adhered to for crew changes in the Philippines. The two organizations said they were also exploring establishing similar quarantine facilities in India and the Ukraine for seafarers.
source: www.maritime-executive.com

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BY THE MARITIME EXECUTIVE 10-27-2020 06:33:50

Seafarers continue to face a bleak future in the face of the COVID-19 pandemic, according to the latest Seafarers Happiness Index report, published by The Mission to Seafarers. The survey, undertaken with the support of the Shipowners’ Club and Wallem Group, reports on the experiences of seafarers between July and September 2020, during the ongoing crew change crisis and other work hardships resulting from the efforts to control the COVID-19 pandemic.
While the average Seafarers Happiness Index for the three months increased from 6.18 to 6.35, compared to the previous quarter, the scores declined as the quarter progressed.  The Mission to Seafarers attributes the decline to a loss of optimism for action to ease the challenges of crew changes both on and off ships.
“Once again, the Seafarers Happiness Index has revealed the immense human cost of the COVID-19 pandemic among the men and women who serve at sea and upon whom we all depend. It is deeply worrying to learn of the impact on the bonds between crewmates and the damage to social cohesion on board,” commented Andrew Wright, Secretary General of The Mission to Seafarers. “All of us who care about our seafarers must act now and act faster to deliver the immediate support and relief that they need, along with a longer-term plan of action; one that meets the needs of those serving at sea and those stranded ashore.
The findings of the report make it clear that the crew change crisis has not gone away. Seafarers continue to report their dismay and frustration as trips are extended beyond their contractual timeframes and the burden of working 12 hours a day, 7 days a week, continues to take its toll. In addition to the mental strain, seafarers are also expressing concerns over the physical impact of extended contracts, which is exacerbated by reduced crew numbers.
The organization highlights that there are reports of crew pulling together and a growing sense of unity in the face of the unprecedented challenge they face, while other crews also report a rise in social conflict onboard, as the social bonds between crewmates come under pressure. The survey also reports some seafarers as feeling that protective measures onboard, including wearing masks and social distancing, risk undermining social cohesion and heightening the sense of isolation.
The Mission to Seafarers responds that it is taking steps to help seafarers who feel trapped at sea working through its global network of ship visitors and seafarer centers, including adapting facilities to make them ‘COVID-secure’ and developing alternative solutions such as our online ‘chat to a chaplain’ service. However, the survey still highlights that some seafarers report feeling trapped between the restrictions placed on their access to shore leave and fears of the exposure risks if they do go ashore.
The report also explores the growing impact on the welfare of seafarers who cannot join vessels and are facing financial consequences as a result. According to the Mission to Seafarers, these individuals have nowhere to turn and report a sense of being the forgotten victims of the crisis. This issue appears particularly acute among those who work in the cruise sector.
“This latest report highlights the heightened plight of seafarers both ashore and at home. Those on board are feeling increasingly concerned with the ongoing situation with many voicing that they feel physically and emotionally exhausted, whereas those at home are surrounded by the uncertainty of their future employment and financial woes,” said Louise Hall, Director – Loss Prevention at the Shipowners’ Club. “It is imperative that we work together as an industry to provide new services and tools, such as the online ‘chat to a chaplain’ service, to improve the health and wellbeing of seafarers during these most difficult times.”
The Seafarers Happiness Index is a barometer of the key issues facing those at sea, conducted every three months. Seafarers are asked ten key questions about their experiences, via an online survey.
source: www.maritime-executive.com

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BY THE MARITIME EXECUTIVE 10-21-2020 06:09:38

The first conversion of a Very Large Gas Carrier (VLGC) to Liquefied Petroleum Gas (LPG) dual-fuel propulsion has been completed with the ship, the BW Gemini, starting weeklong sea and gas trials. The conversion is part of a program that BW LPG is undertaking to retrofit vessels in its fleet to the more efficient and environmentally sensitive fuel.
Built in 2015, the LPG tanker BW Gemini is a 54,500 DWT vessel with an overall length of 738 feet. It has a carrying capacity of 84,000 cubic meters of gas. The vessel was retrofitted at Yiu Lian Dockyard in Shenzhen, China in a process that took approximately 60 days and involved the fitting of deck tanks for the gas. The 900 cbm tanks each weigh 89 tons and measure 115 feet in length and 20 feet in diameter. Made of low-temperature steel with a thick insulation material all around, the tanks store LPG which will be used to power the LPG dual-fuel propulsion engine.

Installation on the gas tanks on deck in September – courtesy BW LPG
 
According to BW, the main engine will be able to seamlessly switch between traditional fuel and the LPG. Using LPG as fuel for propulsion the company says is both a pioneering and promising solution for sustainable shipping as they pursue decarbonization and sustainable operations. The retrofit process helps the company achieve its goals and meet regulations without the need for dedicated newbuilding orders.
With LPG propulsion, BW LPG says it will reduce its sulfur oxide emissions by up to 97 percent, allowing for full compliance with all current and future sulfur emissions requirements, including the IMO’s sulfur emissions cap and the Emission Control Areas (ECA) and Sulfur Emission Control Areas. Also, with LPG fuel, BW LPG reports that it will reduce emissions of particulate matter by approximately 90 percent, greenhouse gases by approximately 25 percent, and nitrogen oxides by approximately 20 percent.
BW Group, which is one of the world’s largest ship operators with a fleet consisting of over 360 ships, product and crude oil tankers, LNG and LPG carriers, floating storage and regasification (FSRU) units, and dry cargo carriers, announced in August 2018 its intentions to initially retrofit four vessels with LPG-propelled dual-fuel engines. The conversions were expected to begin in early 2020 timed to the vessels planned drydocking schedules, but were delayed for a few months by the strong market conditions earlier in 2020 and additional preparations as a result of the coronavirus.
Before the conversions began, BW announced that it had exercised options first increasing the program to eight and then 12 vessels in total. The first of the conversions, the BW Gemini began in August and the second the BW Leo arrived at the Yiu Lian Dockyard in late September to begin the conversion process.
In addition to the environmental benefits, BW says that it expects efficiency gains on many fronts through the use of LPG as a marine fuel. They forecast that output efficiencies will improve by approximately 11 percent with LPG when compared with compliant fuels, creating significant improvements in total voyage fuel economics. Other efficiencies gained with LPG BW said include easy storage, faster refueling, and wide availability of bunkering ships and facilities. BW believes that LPG is a long-term sustainable marine fuel, but the installation is believed to be prepared for potential conversion to ammonia as a fuel in the future.
BW LPG, said in 2020 when it announced the expansion of the retrofit program, that working with DNV GL, Wärtsilä Gas Solutions, and MAN ES, they had subjected the prototype to rigorous tests with the performance exceeding expectations. The stronger-than-expected performance during rigorous type-approval tests was credited with the decision to exercise the options to expand the program to 12 vessels.
The plan called for the first four vessels to be retrofitted in 2020 and the remainder of the project to be completed in the first half of 2021.
source: www.maritime-executive.com

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BY THE MARITIME EXECUTIVE 10-15-2020 07:00:59

The Canadian government is investing $25 million in new terminal infrastructure at the Port of Trois-Rivières, a small bulk and breakbulk port midway between Montreal and Quebec City on the St. Lawrence Seaway.
The investment will support the construction of a 25-acre multipurpose terminal to the west of the port’s existing infrastructure. The new development – Terminal 21 – will be used for the transhipment of dry bulk, liquid bulk and general cargo. The project includes the construction of a wharf and road and rail accesss roads, as well as storage space. It will add 2,300 linear feet of wharf berthing space, and it is expected to increase the port’s throughput capacity by 50 percent.
The government funding package will cover about a quarter of the $100 million total cost for the Terminal 21 project.
“[This] announcement comes in a context where we need to create the conditions for economic recovery. Terminal 21 will increase port traffic by 1.5 million metric tons with an estimated value of [$2 billion]. But a wharf, a terminal, is more than just an infrastructure. It represents above all several generations of employed men and women who will succeed one another. This is the largest expansion phase that the Port will experience in nearly one hundred years and is the foundation for its future development,” said Gaétan Boivin, President and CEO of the Port of Trois-Rivières.
When it is completed in late 2023, its operation will result in the creation of 425 direct and indirect jobs and annual economic activity of $27 million. The construction phase will contribute to the creation of 630 jobs and activity of $75 million.
The new economic activity in Canada’s most densely-populated trade corridor will benefit the post-coronavirus recovery. Quebec lost about 820,000 jobs during the first months of the COVID-19 pandemic, and while it has since regained about 85 percent of the decline, its unemployment rate still remains higher than last year at about 7.5 percent.
source: www.maritime-executive.com

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BY THE MARITIME EXECUTIVE 10-14-2020 12:42:28

With global attention on hydrogen as a source of clean, renewable energy, a growing list of companies is seeking to become early movers in the future energy market. An Australian company named Global Energy Ventures (GEV) presented what it believes will be the world’s first compressed hydrogen ship which could play a key role in the development of a hydrogen export industry.
GEV is seeking to develop a new class of ship for the marine transportation of hydrogen. Using the company’s experience with marine pressure vessels they believe it will be possible to build a commercially viable compressed hydrogen ship for the export and transportation of the clean energy source.
Founded in 2017, GEV is focused on developing integrated marine pressure vessel solutions transporting energy to regional markets. The company has been working to commercialize its design for a compressed natural gas vessel, the CNG Optimum, which it says features a low-cost, volume efficient design. Using a patented design, the CNG Optimum maximizes the amount of CNG that can be stored in the hull running tubing the length of the ship’s cargo hold. GEV is promoting an integrated “pipe to pipe” business model which includes loading, shipping, and unloading. GEV holds patents on the design and the American Bureau of Shipping (ABS) issued in 2019 its formal letter granting approval for construction of the CNG 200 Optimum ship as designed, subject to continued compliance with applicable ABS rules and guidelines.
Using the same experience, the company’s marine engineering and development teams have established an accelerated program to develop the technical specifications for an innovative compressed H2 ship, including the cargo containment system, to be designed in accordance with ABS rules and guidelines. GEV is targeting the first milestone in the project, achieving an Approval in Principle (AIP) from ABS, in the first half of 2021.
 

Using the same principals as the CNG ship, GEV is proposing a compressed hydrogen ship – courtesy Global Energy Ventures
 
According to GEV, the H2 ship will have a storage capacity of up to 2,000 tons (23 million m3) of compressed hydrogen. The containment system will include ambient temperature hydrogen at a target pressure of 3,600 psi (or 250 bar). The company anticipates obtaining patents on the ship and its cargo systems.
With the advancement of fuel cell technology for vessels, GEV says it also intends to include engines aboard the ship that burn pure hydrogen to create a zero-carbon shipping solution. While they believe that the size of the vessel will be optimal for the commercial export market, GEV will also evaluate smaller capacity ships for demonstration purposes based it says on specific pilot export projects.
In announcing this project, GEV said that it believes the key to driving down the economics of hydrogen production will be scale, and the key to scale will be developing an export industry. The company’s focus will be on the Australian export projects currently under development. They said that several of the projects are entering the pilot phase and also highlighted that Australia has also established future hydrogen export agreements with regional customers in Japan, Korea, Singapore, and recently Germany.
While work is proceeding on developing the detailed engineering for the H2 ship, GEV reports that it has also commenced discussions with several technical groups to identify viable options for a compressed hydrogen supply chain. The company has commenced the process of identifying a shortlist of suitable projects already through the pilot stage of hydrogen production and that have a strategy to export hydrogen from the North West of Australia into the Asia Pacific region.
It is anticipated that the H2 ship will qualify for Australian government R&D programs. GEV is currently assessing options from existing and newly announced R&D funding programs.
source: www.maritime-executive.com

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