First LNG Dual-Fuel VLCC Starts Sea Trials in China

The first LNG dual-fuel VLCC completed construction and has begun sea trials before its entry into service. Built in China at the China State Shipbuilding Company’s Dalian Shipbuilding Industry yard, the vessel meets next generation safety and environmental regulations and is part of the increasing effort by shipowners to seed the adoption of LNG to meet near-term environmental regulations.

According to DSIC, the vessel incorporates several design enhancements to increase its efficiency and safety. The 318,000 dwt tanker was ordered in 2017 as a conventional VLCC, but a year ago COSCO amended the order to convert the vessel to LNG as its main fuel, supplemented by oil. The ship has a total length of about 1,091 feet, a molded width of 197 feet, a molded depth of 100 feet, a design draft of 67 feet, and a service speed of 15 knots.

The gas system adopts the design of a single unit and a single pipe, which according to DSIC significantly enhances the safety of gas use and enhances the flexibility for the shipowner. The main engine, a WINGD-low pressure, and generator are equipped with LPSCR, helping the vessel to meet the requirements of EEDI PHASE III, and NOx Tier III requirements for nitrogen oxide emission.

The ship adopts a straight bow design, and the stern is also optimized. With a large-size 35-foot diameter propeller, it achieves greater energy efficiency. In gas mode, the ship's endurance can reach 12,000 nautical miles, with a combined endurance for fuel and gas of 24,000 nautical miles. During a typical voyage, the daily gas consumption is about 60 tons of LNG. The daily fuel consumption is about 74 tons, making the design energy efficiency index (EEDI) about is 36 percent lower than the baseline value.

The ship’s LNG storage system adopts a C -type storage tank design, with an LNG filling station on the port and port sides, with a filling rate of 1500 cubic meters per hour. The storage tanks, which are deck mounted in front of the deckhouse, are made of 9Ni steel and provides the vessel with a range to complete one roundtrip voyage to the Middle East and back to Asia.

In 2020, French energy major Total announced that it had signed an agreement to charter its first two LNG-powered VLCCs due to enter service in 2022. The vessels are part of the continuing trend to expand the use of LNG into more sectors of shipping. DNV recently indicated that approximately 12 percent of the global order book uses alternative fuel with LNG being the favored option for large, ocean-going vessels. DNV’s data says that there are currently approximately 220 LNG-fueled vessels in operation worldwide, with another 354 on order.



EMSA has awarded a framework contract to RINA designed to expand LNG bunkering and storage

In an effort to expand the supply of LNG at regional ports in the Mediterranean, Black, and Caspian seas, the European Maritime Safety Agency has awarded a framework contract to the classification society RINA designed to expand LNG bunkering and storage. The project is aimed at reducing environmental impact by making LNG more widely available for a variety of uses including ferries, cruise ships, and tourist activities, as well as promoting the LNG road supply chain.

According to EMSA and RINA, having a common methodology and framework will give nations, where there is a gap in LNG infrastructure, access to a high standard of qualified guidance, regulatory compliance, and safety. Increasing the number of ports with LNG refueling capability will help support the wider adoption of LNG as a maritime fuel and to meet MARPOL regulations.

“LNG is an important fuel on our way to decarbonization,” said Angelo Lo Nigro, Energy Engineering Solutions Senior Director at RINA. “The services we will be providing as part of the framework agreement with EMSA will help make LNG storage and bunkering available in port areas and will also bring consistency and guidance for economically developing nations that do not yet have strong experience with small scale LNG.”

RINA will provide a flexible selection of services dealing with safety and feasibility to match the needs in different locations. The services provided will help port authorities determine which locations are feasible, both in terms of safety and technical and financial viability, to install small-scale LNG bunkering or depot facilities. RINA will provide a total of eight different services, from which each port authority can choose according to its goals. The activities include gap analysis of regulatory frame and evaluation of applicable standards, feasibility study, definition of risk acceptance criteria, site analysis, nautical analysis, hazard identification, quantitative risk assessment, and ship collision risk study.

“This contract will reduce the capacity gap between countries and ensure a coherent, effective, and uniform implementation of the international rules for maritime safety, security, and prevention of pollution from ships in the Mediterranean, Black, and Caspian seas,” explained Lo Nigro.

The framework contract will run for four years and currently covers 22 countries in the region. EMSA may also add other countries during the period of the agreement.



Liquid Organic Hydrogen Could Facilitate Hydrogen as Propulsion Fuel

A new Norwegian-German partnership is proposing a solution for zero-emission shipping based on liquid organic hydrogen carrier which they believe can revolutionize the use of hydrogen as a marine fuel. According to the partnership, the new process addresses the concerns of safety as it is neither inflammable nor explosive while providing a means of storing and transporting hydrogen for use in propulsion.

Hydrogenious LOHC Maritime AS is a joint venture between Johannes Østensjø dy AS, which operates offshore vessels, and Hydrogenious LOHC Technologies GmbH, a German company that has developed and patented a technology for loading hydrogen in a thermal oil as well as releasing it where and when it’s needed. They will work to commercialize the organic oil loaded with hydrogen as a liquid organic hydrogen carrier (LOHC). The company is aiming to have a megawatt-scale commercial product ready by 2025 and the Norwegian Ministry of Climate and Environment will be providing nearly $3 million through its Enova project to fund the development of the hydrogen oil.

“Of all the potential zero-emission technologies, we find LOHC the most promising one. That is why we have prepared all six service operation vessels under construction in our subsidiary, Edda Wind, for LOHC-based propulsion,” said Håvard Framnes, Investment Director in Østensjø. “Safety is of course very important for us in these evaluations. However, the fact that we can use existing fuel infrastructure and are able to use familiar fueling procedures is of importance. In addition, we can easily carry enough energy onboard our vessels in order to operate in normal intervals of up to four weeks without refueling.”

By binding the hydrogen to the LOHC, the partners said they are creating a safe and low-cost technology. An important challenge for using hydrogen in shipping is safety. They believe that LOHC solves this and provides a safe, easy, and efficient way of storing and transporting hydrogen.

They believe that this technology will revolutionize the supply chain for hydrogen, as LOHC can be used to store and transport large quantities of hydrogen under ambient conditions, using the already existing fossil fuel infrastructure. The carrier oil – Benzyltoluene – can be loaded and unloaded with hydrogen many hundreds of times and is recyclable. The energy density of LOHC is also favorable, as a vessel can store two to three times more energy compared to compressed hydrogen.

“Our technology is very suitable for maritime use,” says Dr. Daniel Teichmann, CEO and founder of Hydrogenious LOHC Technologies. He believes it will be optimal to first apply the technology to the shipping industry. “Hydrogenious LOHC Maritime AS will make our proprietary LOHC technology available for onboard solutions for sustainable maritime traffic.”

The planned application will integrate three core components on-board: The LOHC Release Unit, which releases hydrogen from the liquid organic carrier Benzyltoluene on demand on the ship, as well as a fuel cell and an interface to the ship’s power management system.

Enova SF has agreed to fund the development of a 200 kW pilot of the LOHC/fuel cell propulsion system with a grant of approximately $3 million.


Northern European Ports Target Shore Power for Large Containerships

Faced with growing calls to improve the environment around major ports and with pending EU regulatory actions requiring ships to reduce emissions while in port, five of Northern Europe’s largest port authorities announced a joint effort focusing on increasing the use of onshore power supply for ships at berth. While the use of cold ironing has been increasing for some segments, such as passenger ships, harbor crafts, and inland vessels, the new memorandum of understanding among the ports focuses on expanding the use of shore power for large container ships. The ports are agreeing to equip all their container terminals for shore power by 2028.

The ports of Antwerp, Bremerhaven, Hamburg, Haropa Port, and Rotterdam decided to examine what they can undertake to create further progress and increase the efforts already underway at a regional, national, and international level. The five port authorities are calling for a coordinated approach to reduce capex costs through innovation and to provide clarity that will stimulate the shipping sector to equip vessels and make it possible for vessels to use shore power in multiple ports. Working together they plan to create a level playing field for the use of shore power in their respective ports.

“With the joint declaration of the major European container ports on the North Range, we are getting a little closer to zero-emission shipping in line with our greenports strategy,” said Robert Howe, CEO Bremerhaven. “To invest in emission-free drives that have an impact both at sea and in ports is the best solution to address the emissions contributing to climate change. Together with Haropa Port, Antwerp, Rotterdam, and Hamburg, we are sending, therefore, an important signal for fair competition, for clean shipping and clean supply chains, for maritime climate protection.”

The ports acknowledged that onshore power cannot be the solution for all berths, vessel types, and sizes of vessel, but they believe that significant steps forward can be taken in the ultra-large containership segment. They highlighted a strong business case for retrofitting or equipping large container ships for shore power and point to the level of readiness among these vessels to use cold ironing. They also said the call frequency of containerships at the terminals, the average berth duration, and the high-power demand of these ships create the case to focus on this segment.

Considering the size and energy demand of ships, the deployment of onshore power however will require large investments with technological challenges to be overcome the ports noted. These mainly relate to frequency conversion, grid connections, and flexibility needs, which, together with a lack of public funding, the uncertainty regarding the use of the installation, and the price difference between bunker fuels and electricity, constitute just a few of the many hurdles that are currently delaying the uptake of this technology.

“We call upon policymakers, private and public stakeholders to join our initiative and put in place the right framework to enable a step forward in the deployment of OPS to the benefit of emission reductions in our ports and the further greening of the shipping sector,” said Jacques Vandermeiren, CEO Port of Antwerp.

Several of the ports noted that they already have multiple efforts underway for shore power. Rotterdam, for example, has already realized several shore power projects and is planning to execute ten more, bigger scale projects in the next few years and then to scale up based on the experience gained. Haropa Port also has ongoing projects for the maritime cruise terminal in Le Havre and along the Seine from Paris to Le Havre for inland cruise and inland freight vessels sailing through Rouen.



Containership Orders Reach High with Focus on ULCS

Construction orders for new containerships are at a high, setting new records in March and highlighting the confidence of the shipping industry. The industry trade group BIMCO is highlighting the order book as its “number of the week.”

BIMCO reports that in March, orders for 45 Ultra-large containerships (15,000 and above TEU capacity) were placed, breaking a record. In addition, they report that an additional 27 orders for smaller sized ships were placed in the same month, bringing the total to 866,060 TEU on order worldwide. BIMCO’s Chief Shipping Analyst Peter Sand believes this indicates a turnaround for the container shipping sector.

The turnaround for the container shipping sector offers a glimpse of the level of confidence currently seen in the business on behalf of owners as well as investors says BIMCO. For all of 2020, a total of 995,000 TEU of container shipping capacity was ordered. Capacity ordered in the first quarter of 2021 has already reached 1,398,000 TEU, a six-year-high compared to previous full years.

“The industry is keen on benefitting from the economies of scale that ultra-large containerships have to offer if you carry payloads close to its cargo carrying capacity,” says Sand.

“The mammoth size of some containerships was questioned many times during the recent six days of the Suez Canal blockage, as some saw it as an omen of ships becoming too large, compromising supply chain reliability, navigational excellence, and safety,” Sand says. “But as I said at the time, you should not expect much change on that account, as Ultra-Large containerships are the preferred choice of ‘weapon’ in the arms race of the container shipping industry seeking to improve long-term profitability.”

He, however, is also highlighting an interesting anomaly in the market bucking the trend where people believe that the lines would be solely investing in the largest vessels. Sand points out in October and December 2020, orders placed were almost exclusively for ships with a maximum capacity of 23,000 to 24,000 TEU, with only four out of 23 orders for ULCS below that range. Included in this were the competing orders from ONE and Hapag who each reported they had ordered the world’s largest containerships. ONE said it would order six vessels with a capacity greater than 24,000 TEU just days after Hapag said it would order six vessels with a capacity of 23,500 TEU.

Sand highlights that while there has been a significant number of construction orders in 2021 for containerships, the lines are mostly been investing in which is emerging as the mid-sized boxship. According to BIMCO, so far in 2021, only four out of 81 orders for ships with a capacity of at least 11,800 TEU were for ships larger than 15,500 TEU. Seaspan, for example, which has ordered a total of 37 containerships, has 35 of them in the range between 12,000 and 15,500 TEU and only two Ultra-Large 24,000 TEU vessels.

Sources: BIMCO and The Maritime Executive


SAL and Jumbo Announce Joint Venture to Consolidate Heavy Lift Business

Two of the leading operators in the heavy lift and project cargo business are proposing to form a joint venture to enhance operating efficiencies as they seek to realize the emerging opportunities in the sector. SAL, the German-based breakbulk and project cargo specialist, and Jumbo Marine, the Dutch maritime heavy lift transport and installation contractor, intend to form a joint venture.

According to the companies, combining a large part of their fleets, engineering, and commercial activities will ensure sustainable transport capacity and set the businesses up for growth. Jumbo, for example, has found new opportunities such as with wind farm construction. The largest project in the history of the company involved transporting 40 monopiles, 120 monopile sections, and 40 transition pieces from yards in the Netherlands and Germany to Taiwan for the Yunlin offshore wind farm. Some of the company’s other recent heavy lifts included a gigantic 1435 ton shiploader moved from Vietnam to Canada and a record heavy lift with four 2086 ton reactors for a clean fuel project in Thailand.

The Jumbo-SAL-Alliance would be focused on gaining logistical efficiencies, such as joint fleet operations the companies said in their joint announcement. Benefits for customers, they said would include increased flexibility and offering worldwide logistics solutions for both breakbulk and outsized cargoes.

SAL, since its 2017 acquisition by Germany’s shipowner Harren & Partner, has been working to consolidate its position in the lift and project cargo sectors. In the fall of 2020, for example, SAL acquired Intermarine, a U.S. shipping company specializing in heavy lift and breakbulk shipping in the Americas. Operating for over 30 years, Intermarine provided breakbulk liner services between North America and South America and in the Caribbean. The company had developed a strong intra-South America trading network.

The company has also been looking to expand on its brand recognition. In January 2021 they announced the expansion of the SAL brand with the launch of a new company focusing on the offshore wind industry. The company’s existing jack-up crane vessel was assigned to the new operation with the new company saying the vessel was ideally suited for offshore wind maintenance projects as well as the installation of wind turbine parts.

The joint venture between Jumbo and SAL is subject to clearance by the German competition authority (Bundeskartellamt) and Dutch in-company legal requirements.


MARONTEC has been found to conform to the Quality Management System standard: ISO 9001:2015

has been found to conform to the Quality Management System standard:
ISO 9001:2015
This certificate is valid for the following scope: Sales management of naval and industrial equipment. Inspection and expertise in the maritime field.

World’s 1st zero-emission container vessel, Yara Birkeland, delivered

The long-awaited zero-emission container vessel Yara Birkeland has been delivered to its owner Yara International, Norway-based shipbuilder Vard informed.

Upon delivery, the vessel is scheduled to undergo testing for container loading and stability, before it sets sail to a port and test area in Horten for further preparations for autonomous operation.

“We were tasked with building a vessel prepared for autonomous operation which Yara will further develop until launch. The hull was built by Vard Braila and initially the plans for outfitting and delivery was for Vard Brevik, later transferred to Vard Brattvaag,” Vard said.

“We have been through an exiting process with technological development and have gained a great amount of knowledge about such type of vessels, which we will continue drawing experiences from going forward. This is an example of how flexible we need to be in order to adapt to new technology and changes in the maritime industry.”

The latest update comes on the back of the project being halted back in May 2020 due to the impact of COVID-19.

The hull of the Yara Birkeland vessel was launched to sea at Vard Braila in Romania in February 2020 and was expected to arrive at Vard Brevik in Norway in May where she was scheduled to be fitted with various control- and navigation systems and undergo testing before delivery to Yara.

Earlier this month, Yara said that the construction of the ship has been done according to plan with slight delays, including the fitting of the battery, control and navigation systems. Nevertheless, the autonomous logistics on land have proven to be a challenge for the project.

“For the autonomous logistics on land the project team continues to look for simplified solutions to this,” the company said.

“Yara’s goal is to complete the project and bring the emission-free ship into commercial operation. Different ownership models or partnerships will be evaluated for operation and commercialization.”

The ship had been announced by Yara and technology company Kongsberg back in 2017 as the world’s first fully-electric container feeder, which will produce zero emissions.

Under the partnership, Kongsberg has been in charge of the development and delivery of all key enabling technologies on Yara Birkeland including the sensors and integration required for remote and autonomous operations, in addition to the electric drive, battery and propulsion control systems.

Yara Birkeland features 80 meters in length, 15 meters in width, and can accommodate 120 standard 20-foot containers (TEU).

The vessel is planned to ship products from Yara’s Porsgrunn production plant to Brevik and Larvik in Norway, helping move transport from road to sea and thereby reducing noise and dust, NOx and Co2 emissions.


Source -

Picture - Yara image library

We have developed a solid network of Marine Surveyors in the world to support our clients with the right resources, in the right location, to implement the Inventory of Hazardous Materials (IHM) must be taking into account the IMO Resolution MEPC.269(68) - Limit date 31 Dec 2020 -. We are in Europe + Malaysia + Banbladesh + Lebanon + Egyp + Cyprus + Canada + United Arab Emirates + .. working in more ...


The Hong Kong International Convention (hereinafter referred to as “HKC”) for the Safe and Environmentally Sound Recycling of Ships is not yet in force. It will enter into force 24 months after ratification of 15 Member States, representing 40% of world merchant shipping by GT, combined maximum annual ship recycling volume not less than 3% of their combined tonnage. Currently 15 Flag Administrations have ratified the Convention, representing the 29,62%.

The European Union (EU) having in mind the HKC requirements and in order to boost its ratification from the Member States, has adopted the Regulation (EU) 1257/2013 of the European Parliament and of the Council of 20 November 2013 on ship recycling amending Regulation (EC) 1013/2006 and Directive 2009/16/EC (hereinafter referred to as “EU SRR”).  The EU SRR is closely following the HKC’s structure, concepts and definitions. However, the Regulation also sets out a number of additional requirements that go beyond those set in the HKC.


The Regulation applies to ships on international voyages, of 500 GT and above flying the flag of a Member State or the flag of a third country under the conditions of Article 12 of the Regulation. The Regulation applies to all vessels of any type whatsoever operating or having operated in the marine environment including submersibles, floating craft, floating platforms, self-elevating platforms, FSUs and FPSOs, as well as ships stripped of equipment or being towed.

It does not apply to any warships, naval auxiliary or other ships owned or operated by a state and used, for the time being, only on government non-commercial service. ‘New’ and ‘existing’ ships, ‘ships going for recycling’ as well as ‘ships flying the flag of a third country’ shall have on board an IHM in accordance with the relevant provisions of Article 5 or Article 12 of the Regulation.

The application date of the EU’s Ship Recycling Regulation (EU SRR) was 31 December 2018. From this date, new EU ships must carry a certificate for the Inventory of Hazardous Materials (IC) while existing EU ships shall only carry an IC from 31 December 2020. Non-EU ships should only be requested to submit a Statement of Compliance (SoC), together with the inventory of hazardous materials, from 31 December 2020.


An Inventory of Hazardous Materials (hereinafter referred to as “IHM”) must be taking into account the IMO Resolution MEPC.269(68).

In accordance with Article 5 of the Regulation, all ships flying the flag of an EU Member State shall have on board an IHM. Furthermore, in accordance with Article 12 of the Regulation, all ships flying the flag of a third country shall also have on board an IHM when calling at a port or anchorage of an EU Member State.

The IHM consists of:

  1. Part I: HM contained in ship structure or equipment and referred to in Annexes I and Annexes II of the SRR
  2. Part II: Operationally generated wastes; and
  3. Part III: Stores.

In general, a ‘new’ ship shall have on board an IHM which shall identify at least the HM referred to in Annex II of the Regulation while an ‘existing’ ship or a ‘ship going for recycling’ before the final application date of the SRR, shall have on board an IHM which shall identify, at least, the HM listed in Annex I of the Regulation. Annex I of the Regulation lists five types of hazardous materials and Annex II lists the items of Annex I as well as an additional ten types of hazardous materials.

In all cases the IHM shall be properly maintained and updated throughout the operational life of the ship, reflecting new installations containing any HM referred to in Annex II of the Regulation and relevant changes in the structure and equipment of the ship.

Survey and Certification

All ships flying the flag of a Member State shall be subject to a survey regime, as per Article 8 of the EU SRR and they shall carry on board a ship-specific ‘Inventory Certificate’ issued by the administration or a RO authorised by it and supplemented by Part I of the IHM.

When calling at a port or anchorage of a Member State, all ships flying the flag of a third country shall carry on board a ship-specific ‘Statement of Compliance’ issued by the relevant authorities of the third country whose flag the ship is flying or an organization authorised by them and supplemented by Part I of the IHM.

EMSA Guidance on the Inventory of Hazardous Materials & on Ship Recycling Port State Control inspections

The European Maritime Safety Agency (EMSA) has released a Best Practice Guidance on a harmonised approach to the development and maintenance of IHMs in accordance with Article 5 and Article 12 of the EU SRR.

EMSA released also the Guidance on inspections of ships by the port States in accordance with Regulation (EU) 1257/2013 on ship recycling, ‘Inspections from the EU port States to enforce provisions of the ship recycling Regulation.

The PSC Guide advises inspectors that the detention of a ship may be considered if the ship recycling non-compliances involve:

  1. failure to carry a ship recycling-related certificate as appropriate;
  2. failure to carry a valid ship recycling-related certificate, i.e. when the condition of the ship does not correspond substantially with the particulars of the certificate (except when Part I of the Inventory of Hazardous Materials has not been properly maintained and updated);
  3. the Inventory of Hazardous Materials required by the EU SRR is not specific to the ship;
  4. the Inventory of Hazardous Materials required by the EU SRR has not been verified by the Flag State or an appropriate organisation authorised by it;
  5. the ship recycling plan does not properly reflect the information contained in the Inventory of Hazardous Materials;
  6. an EU ship is heading to a ship recycling facility not included in the European list of ship recycling facilities;
  7. non-compliance with the control measures for Hazardous Materials listed in Annex I of the EU SRR.


Source: Dromon Bureau of Shipping

Clean Cargo report shows reduction in CO2 emissions for container shipping

According to a new report by Clean Cargo, carbon dioxide emissions from 17 of the world’s leading ocean container carriers, representing approximately 85 percent of global containerized shipping, continued to fall in 2019. Global industry averages for CO2 emissions per container per kilometer decreased by 5.6 percent and 2.5 percent for Dry and Reefer (refrigerated) indexes, respectively. The annual report indicates that container shipping continues to improve its fleet-wide environmental efficiency whilst ensuring the smooth functioning of global trade.

“Standardized, consolidated, industry-wide emissions data are essential to decarbonization efforts. Clean Cargo continues to provide industry-leading emissions factors and tools for buyers of freight to calculate their emissions and make procurement decisions that incorporate environmental impacts,” said Angie Farrag-Thibault, Collaborations and Transport Director at BSR and Program Director of Clean Cargo. “With over 60 global brands and forwarders working with the industry, we are making excellent collective progress. But we know that further action is needed: full value chain collaboration is critical to transform the system, and we encourage more brands to get involved.”

Several years ago, Clean Cargo developed a standardized methodology and reporting system that was adopted globally by the industry, with carriers submitting operational data from the entire fleet to BSR on an annual basis for trade lane emission factors aggregation. The results produce environmental performance scorecards for each carrier, which are used to meet corporate supply chain sustainability goals by a significant share of shipping customers participating in the group. This year, they reported information that includes W2W, CO2e and a 70 percent utilization adjustment factor. As such, reported data aligns with the GLEC Framework and reporting expectations.

Clean Cargo members also work to accelerate progress by sharing best practices, discussing trends and innovations across the full logistics value chain, and designing tools and pilot projects that support progress towards industry decarbonization.


Source: IIMS (

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