Amphibious Energy, a private Dutch company that focuses on providing transportable renewable energy to offshore and onshore off-grid locations, is developing an onshore version in addition to the offshore version for platforms at sea.

People in remote places where there is no power supply can use Amphibious Energy Solutions to generate power from the wind and sun.

This is a sustainable alternative to diesel generators.

Amphibious Energy tested the system three months ago at Maasvlakte 2, which has some of the most modern and advanced fully electric terminals in the world, and will continue for a further six months.

George Nadorp, Managing Director of Amphibious Energy, said: "The market is responding with enthusiasm.

"We can show companies the hard facts.

"That's why we are so delighted that we're able to test it at Maasvlakte.

"We are collecting operational data to demonstrate that the energy container does what it's supposed to do.

"Maasvlakte is a good wind area, where the Port of Rotterdam Authority is developing space for the market to dismantle used platforms and install large wind turbines at sea.

"There is a lot of construction but there is, as yet, no power grid.

"There are also clients for the onshore version of our container on Maasvlakte 2.

"And we are in discussion with three oil companies.''

Image Caption: Amphibious Energy

The Port of Rotterdam has reported that the goal of generating sufficient power for offshore oil and gas platforms is "within reach".

If there is a need to scale up the system, the eight-foot container system on Maasvlakte can expand from one wind turbine and solar panels to a 20-foot container with two or three wind turbines.

Inverters and systems consume part of the generated power, storing the remaining power in batteries for use by external purchasers.

Nadorp added: "We are achieving the anticipated performance.

"In winter there's often a lot of wind and not much sun.

"So we mainly use the wind turbine then. In summer we mainly generate power via the solar panels."

"If something goes wrong, it costs a lot of money to reach the container.

"That's why all systems are implemented as redundant."

June 14, 2018 by Port Technology

During a meeting with 15 global private container terminal operators and port equipment manufacturers in Brussels at FEPORT's premises on May 30, 2018, the parties discussed how the industry needed to develop industry standards that will favour technological innovations such as the Internet of Things and artificial intelligence.

While working with the Port Equipment Manufacturers Association (PEMA) — the voice for the global port equipment and technology sectors, FEPORT will carry out the first objective of TIC 4.0 by defining the definitions for concepts and technical terminology that are specific to the container handling industry.

FEPORT has found that most of the terminology currently used in the sector "remains subjective".

This first step will facilitate comparatives about technical specifications for equipment, bring about objective measures of performance of equipment and constitute an important milestone towards the elaboration of standards for the industry to achieve further efficiencies.

Frank Kho, an independent professional with decades of experience in both container terminal and port equipment manufacturers industries, will supervise and coordinate the meetings.

In a statement, FEPORT said: “Both private terminal operators, members of FEPORT and port equipment manufacturers believe that proactivity is key in order to better deliver technical solutions that will warrant continuous innovation to the benefit of the overall container terminal industry, and ultimately to final consumers, under safe, sustainable and efficient conditions.

“Participants have decided that TIC 4.0 will be composed of subgroups initially dealing with safety, the performance of equipment, telemetric, energy, environment and procurement related definitions as the first step towards standards definitions.”

June 15, 2018 by Port Technology

Bijlsma Wartena

Bijlsma Wartena is developing three sustainable Multi-Purpose Vessels that are contracted by Rijkswaterstaat. The successful launch of the first ship took place on March 16.

“Sustainability, innovation and efficiency are the key drivers of our shipyard,” says Tjeerd-Wiebe Bijlsma, director of Bijlsma Wartena.

“By serving our customers, we go for quality. We collaborate closely with the client in order to deliver customised solutions. That is the strength of our small and agile organisation.”

MPV-30

“Last year we won the tender that was issued by Rijkswaterstaat to build a series of three MPV-30s. The first two vessels will be delivered by the end of 2018 and the last vessel will be delivered spring 2019. On March 16, 2018, the successful launch of the Merwestroom, the first MPV-30, took place.

“This ship was designed and built by Bijlsma Wartena. Due to the rotatable propulsion, the MPV-30 can navigate in all directions, allowing it to perform activities such as marking the waterway, patrolling duties, conducting soil and fishery research.”

Sustainable

“By designing these vessels we focused on sustainability and efficiency. Where other ships require a vessel to turn on generators at all time, our vessels only require generators to work for 3.5 hours per day. A performance measurement system is installed such that the crew is aware of the degree to which the generator works efficiently. When there is an excess of energy, it is not discarded like in conventional ships.

“In contrast, the excess flows to the large package of batteries that the vessels is equipped with and can be used later on. In addition, the residual heat from the engines is used for the heating installation of the ship. Besides that, the solar panels that are installed on the roof are another source of energy. Because of these sources of energy, the consumption of fossil fuels is low. This causes the CO2 emissions of these vessels to be extremely low. On an annual basis, the vessels ensure a reduction of 20,000 kilogrammes of CO2 emissions. Lastly, the three MPV-30s that we are building for Rijkswaterstaat have a hydrodynamic hull and therefore experience little water resistance.”

Innovation

“Cooperation between shipyards will strengthen the Dutch competitive position. Keeping each other up to date on novelties is essential as we can keep continuously improving ourselves. It is important to develop multifunctional ships with a sustainable character and to be innovative. Innovation is key for the Dutch shipbuilding industry as we are part of a true knowledge economy.”

Shipyard De Hoop

Shipyard De Hoop is currently in the process of finishing a 135-metre River Cruise Vessel for Lueftner Cruises.

“The challenge is to make these ships as silent as possible. Fuel savings are also important nowadays. Next to that we are always looking to increase comfort for the guests. Think of climate control and the lay out of the cabins. The cruise vessel will be very luxurious,” says Patrick Janssens, CEO of Shipyard De Hoop.

Another recent contract is for building six tugs for the TCO project of Caspian Offshore Construction from Kazakhstan, for the further development of the Tengiz Oilfield. The tugs will primarily be tasked to assist barges and vessels along a 75-kilometre long channel, through the shallow waters of the Caspian Sea, to the offloading facilities at Prorva.

Unique design

The series of six are of two different custom designs – four larger and two smaller. The larger tugs will feature azimuth stern drive propulsion and have a bollard pull of 14 tonnes, while the smaller vessels will be assigned as harbour tugs, with a bollard pull of 30 tonnes. Both designs are characterised by a special hull, with a shallow draught and large diameter propellers. The first tug Kabanbay Batyr, with yard number 481, was delivered on March 19.

Due to the special requirements for operating in the channel and at the offloading facilities in TCO project, the tugs have specific designs, developed at in-house at De Hoop. Both designs are characterised by a special hull, with a shallow draught and large diameter propellers.

“The designs of these vessels are unique. There were no standard designs available.”

Galapagos

Shipyard De Hoop has also secured an order for the design and construction of an innovative expedition cruise vessel for Celebrity Cruises. The vessel, to be named Celebrity Flora, will be constructed entirely at the Lobith facilities.

“Celebrity Flora will mark an evolutionary turning point in the approach to ship design. Designed and classed for worldwide service, the cruise vessel is optimised for experiencing the land and marine environment of the Galapagos in high comfort. Celebrity Flora will be the first vessel to be built according the latest probabilistic damage stability regulations, and therefore complies with the relevant Rules and Regulations for 2020, supplemented with the client’s constraint to comply with a two-compartment damage stability regulation.

“Furthermore, other than complying with future international rules and regulations, the vessel also commits to specific Galapagos National Park Directorate Regulations, whereby explicit environmentally low-impact (exterior) features and materials were applied.”

“With many Dutch suppliers and subcontractors on the client- approved ‘makerslist’, this project is a great opportunity for the Dutch shipbuilding industry as a whole,” says Janssens.

“At the moment the market is still weak and the prices remain under pressure. In this environment the Dutch maritime cluster keeps on delivering unique and innovative vessels. This is something we should be proud of.”

Kooiman Marine Group

Early this year Kooiman Marine Group delivered the innovative patrol boat RPA 8 to the Rotterdam Port Authorities. This ship distinguishes itself in terms of hull shape, propulsion system, efficiency and emissions in comparison with comparable vessels in the market.

For a Dutch owner, Kooiman Marine Group is building a chemical tanker. This vessel is customer specific designed and will be operating the inland waterways of Western Europe.

Recently the construction of the hull for an inland waterway barge with suction pipe and sieve installation commenced. Delivery of this ship will be during the second half of this year.

LNG bunker pontoon

For Titan LNG Kooiman Marine Group developed an LNG bunker pontoon. Delivery of this pontoon is scheduled for early 2019. It will be the first floating LNG bunker station in the Netherlands and is intended for the bunkering of LNG for both seagoing and inland waterway vessels.

The conversion of the DC Eems from a sea going cargo vessel into a suction hopper dredger with its own dry unloading installation is nearing its completion. The vessel is renamed into DC Brugge and is expected to commence dredging operations relatively soon.

Maintain production

“It is our expectation that the current market situation for new building and repairs will stay at the same level with possibly some increase in one or two sectors and some decrease in others. For our company being involved in repairs, major conversions and new building of custom developed ships, we expect to be able to maintain our production at a steady level till the end of this year.”

“In our point of view the focus will be more and more on the reduction of exhaust emissions. Such can be achieved with the implementation of LNG propulsion system and / or a hybrid propulsion installation. In addition, a substantial improvement on lowering exhaust emissions can be achieved by improving on the hull resistance of a vessel like we did with the delivered patrol boat RPA 8.”

Damen Shipyards Group

“In the offshore wind industry Damen is really challenging the role played by helicopters as the traditional personnel transport method,” begins Damen Programme Manager Innovation Solco Reijnders.

“We are moving forward from the success of the Bibby WaveMaster – a vessel designed for long-term support, autonomy and crew comfort – to develop the Fast Crew Supplier 7011. Specifically designed to replace helicopters for offshore transport, this vessel combines speed with high passenger capacity.”

Reijnders also points to the harbour, terminal and public transport sectors to demonstrate industry trends: “We are seeing a move towards cleaner propulsion systems involving diesel-electric or fully electric systems.”

Efficient operations

Responding to the general trend that the shipbuilding industry is becoming more technology-driven and is demanding more innovative solutions, Damen is working with forward-looking technologies.

“Digitalisation of on-board systems allows us to use this vast amount of data to develop new tools for our clients and their operations.”

“We are also experimenting with Augmented Reality (AR) and Virtual Reality (VR), which, don’t forget are two fundamentally different technologies. In teleporting the user to a virtual location, VR allows designers and engineers to experience their own designs. And we can use AR to digitise processes in our yards – to complement hands-on operations of our personnel in order to make their work easier and more efficient.”

Looking beyond borders

In terms of cooperation, Damen participates in numerous pre-competitive research programmes within the Dutch maritime cluster.

“These are mostly at the fundamental stages of research; studying detailed subjects of the ship design process,” he notes.

“In executing these programmes together and sharing our facilities, the research undoubtedly benefits. And this, of course, enables us to develop rapidly as one maritime cluster.”

Although cooperative research within the Dutch maritime sector is of clear significance, Reijnders is also keen to point out the importance of looking beyond national borders.

“European research is also pushing the limits and accelerating the technology towards, for example, cleaner fuels.”

Royal Bodewes

Royal Bodewes is involved in some interesting projects. NB-742 and NB-743 (MV Eeva VG and MV Mirva VG) are hybrid ships where the main engine can operate on processed fish oil. To minimise the emissions the ships main engine is optimised for normal service. To reach the requested power of the ice class regulations, additional power can be added on the shaft by an electric motor. Having this boost system, the propulsion can also be taken over by the auxiliary engines which makes the vessel diesel electric.

Coaster NB-744 (MV Ina Lehmann) is the first coaster delivered and certified according to IMO Tier 3 emission regulations. NB-803 (MT Coralius) is the first European built LNG feeder/bunker vessel in its size. NB-766 and 767 (MV Furuvik and Cymbidium) are both Ecotraders with a Groot Crossbow which are executed as self-discharging cement carriers.

“Royal Bodewes is constantly optimising its building process and started in 2015 with a new building facility on the yard. This optimisation is a continuing story as we start this summer with an expansion on the existing halls.”

Changing future

“With respect to the Dutch maritime cluster, we see a changing future. We believe that the market is slowly recovering. There is a growing interest in new ships although ship newbuilding prices will stay under pressure. The maritime cluster has to be innovative and gain more efficiency to withstand the competition from low cost countries.

“The maritime infrastructure in the Netherlands with shipyards, co-makers and suppliers is important to withstand the competition in the international market. With this maritime cluster we are playing a unique role worldwide.”

Holland Shipyards

Holland Shipyards is continuing on the delivery of the IJveer 60 and IJveer 61 to GVB, the public transport company of Amsterdam.

These deliveries have led to the securing of a follow-up order for two more ferries and an optional three. These hybrid ferries, with diesel-electric and battery propulsion and exhaust gas cleaning, are the result of Amsterdam’s aim to become a green city.

“We are currently building a repeat order of plain suction dredgers. This indicates that Holland Shipyards is making work of developing standardised products and deepening its product portfolio,” says Marco Hoogendoorn, sales manager Holland Shipyards.

“Expectations are that the market will slowly recover. There are a lot of inquiries. However, they will definitely not all materialize in orders. We have to be careful not to be too optimistic. However, we see a clearly visible upward trend at the moment.”

Order book

Holland Shipyards is looking at a decent order book for this year.

“We expect some additional orders to come through before the last quarter this year. We expect that our experience with hybrid drive-train solutions will fuel a part of our order book, as well as some very good relations with our existing customers. At this moment we are executing a large offshore project for one of our customers, and we expect this project to significantly expand in scope as well, further filling our order book. Also some industry wide tenders are expected. However, we expect competition will be fierce, to say the least,” says Hoogendoorn.

“Where people like to think of the Dutch shipbuilding industry to be a high-tech industry, there is also still plenty of movement in the low-tech side of the market. This typically concerns one-offs and rapid response projects, but nonetheless, there is a good niche there. Standardisation may become less common in the Netherlands, as many foreign shipyards can replicate against lower rates than we can, due to a variety of factors.”

Launching costumer

Holland Shipyards sees that the government is slowly starting to take up its role as a launching customer, which is a good development. On the regulatory side, the yard still sees various parties struggle to reach the latest requirements.

“Also attaining finances has become a determining factor for projects seeing daylight, more so than before. This has raised the requirement for customer financial services to be provided by shipyards or other parties, apart from directly from the conventional institutions. Most notably the private sector and crowd-funding have been big movers in this segment.”

“In the past few years, we have approached a few projects on a joint basis with other shipyards. Some yards are fairly open to collaboration and together we can make more of an impact. More important however, is the collaboration between shipyards and suppliers. In order to remain a technological leader, this connection is far more important. We did see this in the development of some of our hybrid designs, for example. Only by implementing hi-tech or cost-effective solutions, the Dutch shipbuilding industry can remain ahead of the game.”

Thecla Bodewes Shipyards

Thecla Bodewes Shipyards is specialised in the development and building of both standard and client oriented vessels of various type: inland and sea-going. Over the last years the yards have delivered a wide range of very different vessels. In 2016 the Multi-Purpose Bed Leveler Tera Plana was delivered to Boskalis followed by the Spring 2017 delivery of a small specialised Ro-Ro Cargo Vessel to a French client and in September last year the River Ferry Zilverstad to Dutch shipping owner Ferry Service Schoonhoven.

Caspian Sea

Furthermore, over the last months of 2017 the third triple propelled Inland Pusher Sheila J. has been delivered to a Paraguayan shipping company. Also the first of three ice class 1C very shallow draught Pusher tug to the Caspian Sea was delivered. In October after a construction time of only three months an IMO 2 chemical barge was delivered to Kazakhstan just before winter closure of the Caspian Sea entrance channels.

Unique design

For 2018 new and exciting developments are contracted and planned. Besides the second and third Ice pusher for Russia, the first Flyshooter with electrical winches will be delivered to a Dutch owner. The last project is a breakthrough for the yard. It is also a step forward in innovation, control of fishing gear, maintenance cost and hygiene. Most recently in close cooperation with Conoship International a state-of-the-art aluminum passenger ferry has been contracted for a German ship owner. Very light-weight and shallow draught with highspeed and small fuel-efficient engines, this unique design is specially developed to sail for day passenger and special charter trips. The ferry will be delivered in spring 2019.

“Looking forward we will continue in successfully adding value for our clients by focusing on their needs while creating an optimum balance between design and production efficiency,” says Thecla Bodewes, CEO and owner of the Dutch shipyard.

Royal IHC

As the technology innovator Royal IHC designs and supplies vessels and equipment that enables our customers to outperform and add value to their activities. The company’s products will maximise the uptime and performance and minimise operational costs. The past year Royal IHC had some very challenging and innovative projects.

In the dredging market we have designed, built and delivered in 2017 world’s first LNG powered hopper dredgers – Scheldt River and Minerva – for DEME in 2017. Another innovative project Royal IHC are currently working on for DEME is world’s largest self-propelled cutter suction dredger Spartacus. The vessel will be 164 metres long and the first LNG powered cutter suction dredger in the world.

In January IHC launched the DC Orisant, a versatile gravel hopper that it suitable for both the dredging and offshore wind market. It is the first complete diesel electric aggregate dredger on the market, which enables it to sail at the most economical speed in all situations.

Efficient

In the offshore market Royal IHC have secured an order for an integrated reel lay vessel for Subsea 7. The vessel will be unique for its compact dimensions which are facilitated by the creative positioning of its three engine rooms and main reel, efficient use of the superstructure, and low-profile pipelay ramp.

The design of the reel lay system focuses on operational efficiency and flexibility, alongside crew safety. In addition to maximising performance and minimising operational costs, sustainability is becoming an increasingly important driver for vessel innovations.

Vessels have to comply with stricter regulations for exhaust emissions. This means that an alternative has to be found for heavy oil, like alternative fuels or after-treatment. In the future, the importance of CO2 reduction will increase and this will determine how vessels will operate. In the long run, vessels can no longer sail on fossil fuels and we will have to find alternatives such as batteries and hydrogen.

In addition, energy saving remains an important driver for innovations such as more efficient hull forms, energy-efficient drive systems and temporary energy storage.

Forefront

Dutch shipyards will continue to distinguish themselves on innovative and complex vessels. Royal IHC’s distinctive capacity lies in the fact that the company can perform such complex, high risk projects competitively and quickly. In addition, sustainability aspects will become increasingly important and Royal IHC thinks that Dutch shipyards will (have to) be at the forefront in the design and construction of vessels that are based on sustainable energy systems.

Collaboration within the maritime cluster is important to realise the ambitions mentioned before. Particularly the cooperation with innovative suppliers who will deliver reliable solutions and components that make new technologies, such as batteries, alternative drive systems and alternative fuels, applicable in ships.

June 17, 2018 by World Maritime News

The trade associations have co-sponsored a number of submissions to IMO to help smooth the implementation of the global 0.5% sulphur in fuel cap, in advance of the critical meeting in London that will take place in the second week of July.

These submissions include papers on a standard format for a ship specific implementation plan with many actions ships may need to consider for achieving compliance.

The associations have also called for a "practical and pragmatic approach" from IMO Member States when verifying compliance with the 0.5% global sulphur cap.

Other topics covered by the papers include safety implications associated with 2020 fuels and their respective challenges, a draft standard for reporting on fuel oil non-availability and proposals for amendments to MARPOL Annex VI to require sampling points for fuel oil and verification issues.

In 2015, ships trading in ECAs primarily changed to ISO 8217 distillate fuel oils.

But in 2020, as well as using distillates to comply with the 0.5% sulphur cap, many ships will have to use blended fuel oils and new products which are outside of the ISO 8217 standard.

On top of the absence of global standards for many of the new blended fuels that oil refiners have promised, there are potentially serious safety issues, including those related to the use of compliant but incompatible bunkers.

An example of how this could affect the industry is that incompatible bunkers could lead to loss of power on a ship.

A statement from the trade associations stated: "The industry is fully committed to successful implementation of the global sulphur cap on 1 January 2020, and welcomes the significant environmental benefits this will bring, as agreed by IMO Member States and as re-confirmed by the IMO Marine Environment Protection Committee in April 2018.

"The industry recognises that, in a legal sense, there will be no transitional period after January 1, 2020.

"But something of this magnitude has never previously been attempted before on a worldwide basis.

"The industry will do its utmost to be fully compliant to the extent that this is under its control.

"But safe and successful implementation will necessitate the supply of fuels, in ports around the world, which are compatible as well as legally compliant."

A framework for a task force was agreed, and a feasibility study into the mega project, which has formerly been promoted by China, will now be undertaken.

German and Swiss diplomats, and international development banks, also attended.

The "bi-oceanic railway" would link the Pacific port of Ilo in Peru to Sao Paulo on Brazil's Atlantic coast.

The idea would be to speed up cross-continental freight and integrate the economies of the four countries.

Depending on the eventual route, the line could be between 3,800km and 5,300km in length, and cost estimates have ranged widely, from $10bn to $60bn.

At the Lima meeting, Peruvian officials presented a study arguing there is enough cargo traffic between the countries to make the project viable, reports TeleSUR, a Venezuelan-based news organisation.

"As a state, we are seriously committed with the Bi-oceanic Railway Corridor," said Peru's minister of transport and communications, Edmer Trujillo. "We are committed to working together to go forward and complete this very important project, which will integrate us and lead to our countries' development."

Bolivia's public works minister Milton Claros told Bolivian media they had agreed to contract an "integral feasibility study" on the conditions in the four countries, said TeleSUR.

European states are interested in getting involved, where China was before. The ambassadors of Switzerland and Germany, as well as delegates from the European Union, attended the Lima meeting.

This follows a visit to Bolivia last March by a German trade mission to discuss the project. Then, Germany's transport minister hailed the scheme as "the megaproject of the century".

Representatives from the Inter American Development Bank and the Latin American Development Bank were also at the Lima meeting, and reiterated their support for the project, said TeleSUR, adding that the Russian Railways Society also expressed interest in taking part.

The ambitious idea was previously promoted by China, whose president Xi Jinping met with his Peruvian and Brazilian counterparts throughout 2014 to pledge cooperation.

However, interest seemed to fade after the Chinese side estimated such a railway would cost $60bn in 2016.

June 18, 2018 by Global Construction Review

The tests also showed that the ship technology can moor itself automatically to a target berth.

The wireless model used in the test is equipped with battery powered propulsion units, data transfer to the 'shore facility', and an autonomous navigation system that routes the vessel around obstacles detected by the on-board sensors.

The various components are connected using Distributed Intelligent Vessel Components (DIVEC), a specially developed network framework that provides a modern protocol for connecting devices and transferring necessary data between them.

While Aker Arctic’s ice laboratory is normally used to test icebreaking vessels, it is also an excellent facility to develop and test the technology, sensors, algorithms and propulsion control systems being developed for autonomous vessels under harsh environmental conditions.

DIVEC provides an extensible and adaptable infrastructure that allows interfacing with third party systems and components.

The technology used in the autonomous ship model tests in the laboratory is also adaptable to semi and full scale prototypes.

With this technology, Aker Arctic is ready for the next step in the development of autonomous ships, according to a press release.

June 19, 2018 by Port Technology

Today's award ceremony is the 21st edition of this Flemish recognition and laurels companies that pursue an active policy of sustainability. Envisan is one of 41 companies that return home with this prestigious VCDO award. Corporate social responsibility, ensuring short chains and endorsing the circular economy, it is in the genes of this environmental company. Annick Van Hyfte, Strategy and Business Development Manager at Envisan, received the award: "We are proud to be recognized for our efforts with respect to sustainability and circular economy. This award not only motivates us to continue in this way, we hope to inspire other companies as well."

Focus on reuse

Envisan remedies soil and groundwater, executes environmental dredging (to remove contaminated dredging sediments and to treat them afterwards), creates landfill sites, valorises waste and operates its own treatment centres for contaminated soils and/or sediments. Each activity aims at the remediation of contaminated sites (industrial sites, port areas, etc.) in order to offer them a second life. In addition, the contaminated soils are treated in the centres after which they can be reused as secondary raw materials. These centres are at the disposal of all core activities of Jan De Nul Group, but also third parties can supply contaminated materials and/or purchase secondary raw materials for their infrastructure or construction works.

Precisely for the reason of strengthening the strategy towards reuse and circular economy, Envisan invested in two semi-mobile physicochemical installations for its centres, which will enable the company to treat heavily polluted soils. Residual streams such as sand, rubble, etc. are valorised: they are given a second life as secondary raw materials in building activities. As a result, the use of new raw materials can be avoided. With both installations, Envisan is fully committed to the circular economy.

Sustainable entrepreneurship at Jan De Nul Group

Not only Envisan, but also its parent company Jan De Nul Group stands for sustainable entrepreneurship. "As a global player we are fully aware of our impact on the wider world," says Julie De Nul, Board Member of Jan De Nul Group. "That's exactly why we endeavour constantly to detach our footprint from our growth. This is a delicate exercise which we complete successfully every day in our projects and through the use of technology.

Jan De Nul looks for ways of doing more with fewer resources. More innovation, fewer traditional solutions. More renewable energy and equipment, fewer fossil fuels. "We are transparent, innovative and sustainable. We stand out because we create valuable and sustainable solutions to keep our impact on the planet to an absolute minimum," concludes De Nul.

This is why the Group strives to prevent pollution and reduce waste, to reduce energy consumption by researching alternatives such as green energy, and by protecting biodiversity. The Group also introduces these circular ideas in other projects. In Taiwan, for example, the company uses dredged material from the port of Linkou for the port expansion in Taipei. In southern France, the contaminated sediments from Monaco, dredged by the Groups dredging division, are transported to Envisans treatment centre in Toulon.

About Envisan
Envisan, the environmental subsidiary of Jan De Nul Group, is active in the sustainable development of brownfields, the remediation of contaminated industrial sites, the redevelopment of landfills, the processing of excavated soils and in offering solutions for environmental problems in harbours, canals and waterways. In this way, Envisan makes an important contribution to improving the environment. Always a turnkey solution, taking into account the economic and ecological aspects of the project. Envisan offers an answer to the most complex questions.

About Jan De Nul Group
Innovation, expertise and sustainability. This is the strength of Jan De Nul Group. Thanks to the passion and commitment of its employees and the hypermodern fleet, the Group is market leader in dredging and maritime works, as well as in specialised services for the offshore market of oil, gas and renewable energy. The Group is also a leading company in civil engineering and environmental activities.
The professional and innovative solutions are trusted across the industry. Whether it concerns the construction of the new locks in Panama, the installation of the offshore wind farm Nobelwind in Belgium or the redevelopment of polluted industrial sites, together with its clients Jan De Nul Group contributes to further economic development in a responsible way.

Press Release Date 20 June 2018

When the deal closes later this year, Container Finance's container logistics operations will integrate into CMA CGM's regional market offering in Europe and the Mediterranean. In the interim, Containerships continues to develop routes and services, and it will continue to pursue its LNG fuel strategy. The firm's long-term goal is to power all of its ships with LNG-fueled propulsion, and it plans to take delivery of four LNG-fueled vessels between August 2018 and January 2019. It is also investing in LNG-fueled trucks for its shoreside operations.

"The acquisition of Containerships will strengthen even more the development strategy . . . aimed at densifying the group's regional network," CMA CGM said in a statement.

The price paid in the purchase agreement was not disclosed, and the agreement remains subject to approval by government authorities.

Containerships is a family-owned business with about 560 employees, and it has been in operation since 1966. It offers multimodal logistics services across Europe, Russia and the UK, with shortsea service networks focused on the Baltic region and the Mediterranean; its 10-ship Baltic operation accounts for about 85 percent its transport volume. Containerships' largest vessel, the 1,000 TEU Containerships VII, is Finnish-flagged and Finnish-crewed, and the remainder of its fleet is chartered-in.

Containerships broke even in 2017, with a profit of about $400,000 on revenues of $220 million. It handled a total volume of roughly 300,000 TEU for the year, including 250,000 TEU in the Baltic.

June 20, 2018 by Maritime-Executive

Both ports will exchange relevant data through a digital interface so that shipping companies can steer their ships more efficiently and terminals can optimize their resource planning.

After launching the joint project at the beginning of 2018, the Port of Hamburg has found that the direct exchange of IT system data between HVCC and the Rotterdam Port Authority has improved the planned and actual arrival and departure times for ships coming from or heading to the ports.

This real-time exchange of data, achieved through an interface linked to the HVCC software and the PRONTO platform in Rotterdam, improves planning for ports and shipping companies as they can react quickly in the case of schedule changes.

The data sharing method also allows cost savings and a reduction in environmental impacts as shipping companies' ships that travel slower due to dispatching issues at the arrival port can reduce bunker consumption.

Without central management, communication takes place via emails.

This is a slow method of communication when compared to the immediate reaction time achieved by the interface during a ships' travel time, which takes approximately 24 hours between Hamburg and Rotterdam.

Gerald Hirt of HVCC Hamburg Vessel Coordination Center recently wrote a Port Technology technical paper to explain how the centre operates

The first instance of information sharing regarding delays at a terminal in the departure port is usually between a shipping company and its local agents, followed by a transfer to the central planner of the shipping company, who then informs all upcoming arrival ports.

Should a large ship with a capacity of 18,000 TEU be informed directly before departure in Rotterdam that it can travel at only 14 knots instead of 18 knots in order to reach the terminal on schedule, the bunker consumption would be reduced by approximately 22 tonnes and reduce CO2 emissions by approximately 66 tonnes.

Gerald Hirt, Managing Director of HVCC, said: "'Airport Collaborative Decision Making' is a concept that we know from aviation and refers to the joint decision-making and data usage established in that industry, from which shipping can also benefit.

"The direct exchange of data between Hamburg and Rotterdam is the logical first step towards building a network of ports all over Europe, particularly in order to increase the ability to react to delays – and thus provide both shipping companies and terminals with improved and reliable support for the arrival and dispatching of ships.

"We would like to invite other European ports to connect with us and to benefit from these advantages."

June 21, 2018 by Port Technology

Namely, the company has repaid the USD 640 million drawn under the USD 700 million construction financing facility and drawn down on the post acceptance USD 960 million lease financing facility provided by CSSC Leasing.

After the closing an additional USD 320 million of liquidity has been received by Golar. The net increase in liquidity to Golar after settling remaining Hilli Episeyo capital commitments as well as amounts due to minority (10.89%) shareholders Keppel and Black and Veatch as a result of the debt draw down, is expected to be USD 200 million, according to the company.

The transactions were undertaken on the back of the commercial acceptance of Hilli Episeyo, the world's first FLNG vessel that has been developed as a conversion project from an LNG carrier, on June 4.

The drop down of 50% of the base tolling income to Golar LNG Partners is expected to be concluded shortly. The additional added contribution of some USD 82 million in effective EBITDA and effective EBITDA backlog of USD 650 million, given the 8 year contract term, will significantly strengthening the MLP's financial position and supporting the distribution going forward.

"We are delighted to have closed this financing and with the support and good relationship we have with CSSC leasing. With the announcement in April of the closing of the Sergipe financing we are now in a position that all our major capital commitments are fully funded, with the only exception being the FSRU Nanook which has a 25 year charter and on which financing discussions are well advanced. In addition to being fully funded the company's liquidity is also significantly improved," Iain Ross, Golar CEO, said.

June 22, 2018 by World Maritime News

The company informed that the new facility is supported by a syndicate of eight leading international banks, refinances several of Pacific Basin's existing credit facilities and raises fresh capital on previously un-mortgaged vessels.

Borrowings under the facility will carry a very competitive interest cost of Libor plus 1.5%, significantly extend the company's overall amortisation profile and enhance its financial flexibility.

Pacific Basin said that the average age of these 50 ships is 11 years and the facility will effectively extend their repayment profile by an additional 11 years to an average age of 22 years.

"The facility further increases our funding flexibility with access to long-term committed funding on a revolving basis for the next seven years at an attractive cost which further reduces our already very competitive vessel P&L breakeven levels," Peter Schulz, CFO of Pacific Basin, said.

Schultz added that the facility was 40% oversubscribed "reflecting the attraction of our solid balance sheet, corporate profile, business model, track record and reputation."

June 25, 2018 by World Maritime News

The company's scope of work covers design, procurement, certification, construction, integration and commissioning, as well as providing classification services under a risk based inspection regime when the FLNG enters service in 2022.

The Coral South FLNG unit will be the world's first ultra-deepwater FLNG, operating at a depth of 2,000m. It is expected to produce around 3.4 million tonnes of LNG per year. The FLNG unit, which will feature a length of 430 meters and a width of 66 meters, will be Africa's first floating gas facility.

The project is currently in a detailed engineering design phase, with the bulk of design work happening in Korea, France and Japan.

Upon completion of construction, the FLNG will be towed from Korea to Mozambique and LR will be in attendance to witness the hook up of the mooring system and to survey the commissioning of the topside plant on station.

June 26, 2018 by World Maritime News