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IMO2020: Compatibility Questions are Going to Complicate Bunker Buying
by Ship Bunker
Wednesday, January 30, 2019

And the ongoing lack of information on specs is causing frustration for buyers and suppliers.




China Establishes South China Sea Rescue Center
by The Maritime Executive
Wednesday, January 30, 2019

China's Ministry of Transport opened a maritime rescue center in Fiery Cross Reef (Yongshu Reef) in the Spratly Islands earlier this week.

The Ministry stated that the center has been built to better protect navigation and transport safety in the South China Sea. The move follows last year's establishment of two rescue ships to operate in the area. The two ships have so far rescued 16 people and two ships in eight operations, says the Ministry. Property worth about $1.7 million has been salvaged.

The Ministry of Natural Resources has recently launched marine observation centers on Fiery Cross Reef and two other reefs in the area. They provide marine forecasts and disaster alarms.

Fiery Cross Reef is also the site of an airbase, including a 3,125 meter-long runway, and an early warning radar site. According to the Center for Strategic and International Studies, it is "the most advanced of China's bases" in the South China Sea's disputed areas, with 12 hardened shelters with retractable roofs for mobile missile launchers already completed. It has enough hangars to accommodate 24 combat aircraft and four larger planes. The run way is long enough to land a Chinese Xian H-6 bomber; a bomber like this could perform combat operations within 3,500 miles of the reclaimed reef.

Since 2013, China has engaged in artificial island-building in the Spratlys, creating seven islands and 3,200 acres of new land. Subi Reef is the largest of China’s seven man-made outposts in the Spratlys. Subi, along with Mischief and Fiery Cross reefs, has military infrastructure including runways. Subi, about 1,200 kilometers (750 miles) from China’s coast, is now home to nearly 400 individual buildings. Some commentators have indicated that it could be a future base for hundreds of People’s Liberation Army marines.

China claims almost all of the South China Sea. Brunei, Malaysia, the Philippines, Taiwan and Vietnam also have conflicting claims in the area. 




Why do Beaked Whales Keep Returning to a Navy Sonar Range?
by The Maritime Executive
Wednesday, January 30, 2019

Scientists have determined that beaked whales prefer to feed within parts of a Navy sonar test range off Southern California that have dense patches of deep-sea squid and that these prey hotspots are needed to survive. Similar patches do not exist in nearby sonar-free areas.

For decades, the U.S. Navy has used high-powered sonar during anti-submarine training and testing exercises in various ocean habitats, including the San Nicolas Basin off Southern California. Beaked whales are particularly sensitive to these kinds of military sonars, which the researchers say have sometimes resulted in mass stranding events. Following legal action from environmental activists related to these risks, the Navy modified some training activities, created sonar-free areas, and spent more than a decade and tens of millions of dollars trying to find ways to reduce the harm to beaked whales and other mammals.

The new research, led by Brandon Southall at the University of California, Santa Cruz, and Kelly Benoit-Bird at the Monterey Bay Aquarium Research Institute, set out to better understand why whales keep returning to the test range despite the risks.

The researchers equipped an underwater robot with echosounders to measure the abundance, density, and sizes of deep-sea squids in different parts of the Navy test range, as well as in nearby waters. They also developed an “energy budget” for beaked whales, showcasing the costs in time and calories of hunting for squid. This helped the researchers estimate how many dives the whales needed to make in order to get enough food to survive in different areas.

“Beaked whales work very hard to obtain their food. They are essentially living paycheck to paycheck,” said Benoit-Bird. Unlike many baleen whales with significant energy reserves, beaked whales can’t afford to expend too much energy on a dive that doesn’t result in capturing many squid. In areas where the concentration of prey is low, the beaked whales must work harder and expend more calories, making reproduction and raising young that much more challenging. Some of the areas under study were so poor in terms of prey that whales likely could not meet their basic energetic requirements if they only fed there.

A portion of the Navy test range off Southern California encompasses one of these hot spots. Squid were 10 times more abundant in the area preferred by the whales. In this preferred area, the whales could get enough food by making just one dive a day. In a nearby sonar-free area (established with the idea that beaked whales could shelter in these areas while the sonar tests were underway) the whales would need to make between 22 and 100 dives per day to get enough food - something that would be difficult or impossible to do.

The large red area on this map shows where beaked whales congregate within the Navy sonar test range off Southern California. Data collected during transects by the REMUS AUV shows that deep-sea squid are much more abundant in this region than elsewhere. Base image: Google Earth.

This study is the first to link habitat quality with beaked whale behavior in such fine spatial scales. It also demonstrates that scientists can’t assess the quality of deep-sea habitats by simply making measurements at the ocean surface, or even by measuring the physical and chemical properties of the deep ocean. Direct measurements of the prey environment at the depths where animals are feeding, coupled with observations of when and where animals are foraging, are critical.

Until now, collecting such detailed data, even over small time and space scales, was virtually impossible. The researchers are now working on tools that will help them study predators and prey over longer time periods, and in other areas where the Navy operates high-powered sonar. 

Similar field-research and modeling techniques could also be used to assess the potential impacts of other human activities that may disturb ocean animals, such as shipping traffic or offshore oil and gas development.




Marine Coordination Services Teams Up with Spencer Ogden
by The Maritime Executive
Wednesday, January 30, 2019

Marine Coordination Services has teamed up with the renewables department of award-winning global energy, engineering and infrastructure recruitment specialist Spencer Ogden for all relevant aspects of payroll, tax advice and compliance.

With Spencer Ogden’s unrivalled service in the energy sector and the operational background of Marine Coordination Services combined with its on-site presence allowing for the vetting of CVs and qualifications for potential, competent staff, it is clear to see each company’s added value to the partnership.

The two companies’ expertise perfectly complement one another, and this dovetailing of specialisms is sure to create new opportunities for the partners and their clients alike. Working together in unison and utilising each company’s strengths, this dynamic duo is set to take the industry by storm; resulting in a much shorter ‘to-do’ list for you and unburdening your offshore wind project.

Effective communication and close liaison are at the forefront of the agreement, meaning that this pair of professionals is prepared for some welcome overlap in general logistics or supply of personnel and the companies look forward to collaborating in order to provide the market with an enhanced offering.




Foreship Designs Wasaline Ferry For Lean, Green, Flexible Performance
by The Maritime Executive
Wednesday, January 30, 2019

Energy efficiency, flexibility and optimised space availability will be built into the new Wasaline ferry that will transform freight and passenger connections between Umeå in Sweden and Vaasa in Finland, according to naval architect and design engineering consultant Foreship.

Last week, Kvarken Link converted a letter of intent with Finnish builder Rauma Marine Constructions into a firm contract to construct the Super 1A Ice Class ferry by 2021, with capacity for 1,500 lane metres of freight and 800 passengers. The agreement will deliver the state-of-the art ship best able to sustain the ‘Kvarken Link’, the regional connection supported jointly by city authorities in Vaasa and Umeå.
 
“The Vaasa-Umeå route is vital for freight and passengers”, according to Lauri Haavisto, Managing Director, Foreship, "and it creates specific flexibility, stability and efficiency challenges for the ship designer. The ferry needs to maximise lane metres to support freight growth in what is the shortest link between Sweden and Finland but also navigate independently in the challenging ice conditions, while the turning circles in both ports are restricted. Again, depth variations along the four hour transit include shallow stretches, demanding flexibility in machinery performance to maintain schedule.”  
 
Foreship has acted as consultants throughout the ferry development process, working closely with the owner’s team from the outset to deliver the concept design, the initial General Arrangement, as well as inquiry specification and machinery concepts. In addition, Foreship has acted as technical advisor in the public procurement process.
 
The ship will feature dual fuel main engines running mainly on liquefied natural gas with the option to burn biogas. In addition, the Wasaline ferry will also include battery power, reducing its overall environmental footprint either by operating with zero emissions in-port or by meeting peak load demands more efficiently at sea.
 
“Foreship Ltd congratulates Wasaline for entering into the ferry newbuilding contract and would like to express its thanks for being given the opportunity to offer its design, specification and procurement knowledge. We look forward to providing further support as this project moves into the execution phase,” says Haavisto.




U.S. Navy Awards Vigor Drydocking Contract for USS Coronado
by The Maritime Executive
Wednesday, January 30, 2019

This month the U.S. Navy awarded the contract to execute the Drydocking Selected Restricted Availability (DSRA) for the USS Coronado (LCS-4) to Vigor. Work will be performed at Vigor’s Portland shipyard. 

The award is the latest in a series of awards in Vigor’s growing Navy repair program and is Vigor’s first as prime contractor in the Littoral Combat Ship program. Other recent Vigor projects with the US Navy include the execution of the Selected Restricted Availability (SRA) for the USS Kidd (DDG 100) at the Everett Naval Station and the DSRA for the USS Sampson (DDG 102) in Vigor’s Seattle, WA facility.

Ship repair and service life extension in the defense sector has been a growth area for Vigor’s Pacific Northwest shipyards. The company recently promoted Mike Pearson, Navy veteran and former general manager at Vigor to Vice President of Navy and Puget Sound Repair. “Mike has delivered outstanding results in building the strong teams and processes that continue to improve our competitive position in complex Navy programs,” said Adam Beck, Vigor Executive Vice President of Ship Repair. “His efforts, together with Vigor’s great team of skilled craftspeople, are proving the Pacific Northwest has a strong role to play in maintaining the fleet readiness of today’s Navy.”

Vigor will begin work on the USS Coronado (LCS 4) in March and run through November 2019. The work package includes engine and machinery overhauls, underwater hull coatings, life cycle inspections, and implementation of multiple ship alterations and upgrades to increase the Coronado’s warfighting readiness. The package also includes multiple upgrades directed at increasing the overall quality of life for deployed service men and women. 

“This award is a testament to the significant capabilities of all Vigor employees and its valued sub-contractors,” said Kellan Lancaster, Business Development Ship Repair. “We look forward to providing exceptional service and an on-time delivery.”




Organizational Changes Announced Within Crowley's Logistics Group
by The Maritime Executive
Wednesday, January 30, 2019

To continue providing customers with industry-leading integrated supply chain solutions, Crowley Logistics announced today several personnel moves that further position the company for exceptional customer service and growth.

Patrick Collins has been promoted to vice president of terminal operations; Jose “Pache” Ayala has been named vice president of Caribbean logistics, and Claudia Kattán de Jordán has been appointed vice president of Central America logistics. All three executives report to Steve Collar, senior vice president and general manager, Crowley Logistics. 

“Pat, Pache and Claudia have been strategic leaders for the logistics group for many years,” said Collar. “These latest promotions are testament to their dedication to Crowley, our customers and our industry partners. We are confident that in their new, expanded roles, they will continue to model our core values of safety, integrity and high performance while positioning our supply chain services for growth.” 

Collins is responsible for the overall operations and strategy for the company’s domestic cargo terminals, including Port Everglades and Jacksonville, Fla.; Eddystone, Penn.; Gulfport, Miss.; Wilmington, N.C.; San Juan, Puerto Rico; and those in the U.S. Virgin Islands. Collins will remain based in Port Everglades. Since 2014, Collins has overseen cargo operations for Crowley’s terminal in Port Everglades as general manager – after previously being cargo operations manager. In total, he has nearly 20 years of experience in the maritime sector. He earned his bachelor’s degree from Loyola University and graduated from Officer Candidate School of the U.S. Coast Guard Academy, after which, he served as executive, deck watch and training officer for USCG cutters Padre and Venturous

Ayala now has expanded responsibility for coordinating sales, marketing and operational shipping activities throughout Crowley’s footprint in Puerto Rico, Dominican Republic, and the Caribbean islands. Previously head of Crowley’s services in Puerto Rico, Ayala will support local sales management, and work to enhance Crowley’s service offerings in the entire Caribbean region. He will be the primary company representative when dealing with local ports authorities, government officials, shipping associations and major customer accounts in the region. He will remain based in Puerto Rico. A 2013 recipient of the Thomas Crowley Award, the company’s highest honor, Ayala began working with Crowley in the late 1980s as a Teamsters union laborer. He rose within the union ranks into leadership positions and eventually became the head of the Teamsters in Puerto Rico. In 2007, Ayala joined Crowley’s administrative team, serving in labor relations, then manager of San Juan terminal operation before being promoted in 2012 to vice president, Puerto Rico – a position he held until this promotion.

Kattán de Jordán is taking on expanded responsibility for all of Crowley’s supply chain services throughout Central America. She is overseeing the region’s sales, marketing and operations activities; development of policies and procedures; operating results; annual revenue and capital budgets; contractor and service provider agreements and developing business relationships. In addition to operations, Kattán is responsible for the profit and loss of Crowley’s Central American northern and southern zones, U.S Gulf and Wilmington, N.C., services, along with all regional warehousing, trucking, customs brokerage and Non-Vessel Operating Common Carrier (NVOCC) services. Kattán, who is based in Honduras,  began her career with Crowley in 1989 and has held various positions including customer service representative, sales coordinator, sales executive, sales manager, general manager and most recently vice president, liner services. She is a 2005 recipient of the Thomas Crowley Award and a graduate of the Technological University of Honduras.

These promotions follow the company’s recent integration of its liner services and logistics business lines into a singular, highly focused logistics organization providing customers with end-to-end services, including ocean, land and air transportation; commercial transportation management; supply chain and distribution services; freight forwarding and warehousing; and cargo risk and customs compliance.




Liquefied Hydrogen Bunker Vessel Designed
by The Maritime Executive
Wednesday, January 30, 2019

Moss Maritime, Equinor, Wilhelmsen and DNV GL have developed a design for a liquefied hydrogen bunker vessel. 

Liquefied hydrogen at a temperature of -253°C is expected to offer advantages over pressurized hydrogen gas in relation to transportation costs. The project, sponsored by Innovation Norway, was launched to find solutions for storage and handling of this demanding fuel on a vessel.

The 9,000-cubic-meter vessel has been developed to provide liquefied hydrogen bunkering services to merchant ships in addition to open sea transport. Equinor believes hydrogen may represent an attractive energy solution for the sectors that are hard to decarbonize and currently outside the scope of renewable solutions like batteries. Long haul maritime shipping is one of these, says Steinar Eikaas, VP for Low Carbon Solutions in Equinor.

Håkon Lenz, VP Europe and Americas of Wilhelmsen Ship Management, adds: “We see hydrogen as a possible fuel for the future. The commercial feasibility of such a vessel is depending on the overall hydrogen market development. Once market signals show that there is a need for big scale liquefied hydrogen, we and our partners are ready to take this design to the next level.”

Hydrogen as a Fuel

Once liquefied, hydrogen is reduced to 1/800th of its volume, compared to that of its gas phase, facilitating a more-efficient distribution. As a fuel, hydrogen does not release any CO2, and liquefied hydrogen can be used to charge batteries for electrical propulsion via fuel cell technology. 

Some 55 million tons per annum (Mtpa) of hydrogen is currently made every year for industrial feedstock, mostly for oil refining and making chemicals. In contrast, only 0.002 percent of hydrogen production, about 1,000 tons annually, is produced for use as an energy source. Most, if not all, of this currently powers hydrogen fuel-cell electric vehicles. 

Hydrogen propulsion's economic competitiveness and emissions profile vary depending upon the source of the fuel. Almost all commercially-produced hydrogen is currently derived from natural gas or coal gas. Due to the carbon dioxide created by the refining process, its well-to-propeller CO2 emissions can be higher than those from heavy fuel oil, according to a recent review by DNV GL. By contrast, hydrogen produced using renewable electricity and water electrolysis is nearly emissions-free - but can be very costly.

DNV GL predicts significant long-term rises in these numbers, with low-carbon hydrogen becoming an effective decarbonization agent to mitigate climate change. For example, DNV GL estimates that demand in 2050 for hydrogen solely for energy could range from 39–161 Mtpa. 

Other Maritime Projects

Late last year, MAN Cryo, shipowner Fjord1 and designer Multi Maritime in Norway announced the development of a marine fuel-gas system for liquefied hydrogen. The system is designed for vessels, such as ferries, employed on relatively short routes, and it has been granted preliminary approval in principle by DNV GL. The system has a scalable design and is suited for both above- and below-deck applications.

Also last year, DNV GL partnered with Sandia, the Scripps Institution of Oceanography and the naval architect firm Glosten to assess the technical, regulatory and economic feasibility of a hydrogen fuel-cell coastal research vessel. The project found that a 10-knot vessel with 2,400 nautical mile range, able to perform 14 Scripps science missions was feasible. The vessel could be refueled with liquid hydrogen at four different ports of call along the U.S. west coast. No “show-stopping” issues were identified by either DNV GL or the United States Coast Guard. The feasibility of the Zero-V, as well as the ability to refuel it with approximately 11,000 kg of hydrogen, has positive implications for large hydrogen fueled vessels such as cargo vessels and cruise ships. The work was funded by the U.S. Maritime Administration.

In another maritime hydrogen development, Ferguson Marine Engineering is building the world’s first fuel cell ferry that will use hydrogen harvested entirely from renewable sources. The ferry will operate around Scotland’s Orkney Islands, which are producing hydrogen in volume from renewable energy. The vessel will be delivered in 2020 with steel cut around October this year.

In the U.S., a consortium of federal, state and private partners has begun the construction of a new, first-of-its-kind ferry powered by hydrogen fuel cells. The 70-foot catamaran design is being built by Bay Ship & Yacht Co. for Golden Gate Zero Emission Marine, with funding from the state's California Climate Investments program. It is intended as a demonstrator project to showcase the potential of hydrogen fuel cell power. The Bay Area Air Quality Management District is administering the project, and local ferry company Red and White Fleet will handle marine operations. Other key partners include BAE Systems, Incat Crowther, Hexagon Composites, the Port of San Francisco, Sandia National Laboratories and fuel cell manufacturer Hydrogenics. The new vessel is expected to begin its operations in 2019 on a three month trial in San Francisco Bay. 




Eastern Shipbuilding Cuts Steel for First Offshore Patrol Cutter
by The Maritime Executive
Tuesday, January 29, 2019

Eastern Shipbuilding Group reports that steel cutting for the first U.S. Coast Guard Offshore Patrol Cutter, the Argus, began this month at Eastern’s facilities in Panama City, Florida. ESG achieved this milestone even after sustaining damage and interruptions due to Hurricane Michael, the most powerful storm to hit the Florida Panhandle in living memory. 

The cutting of steel marks the start the fabrication and assembly of the cutter’s hull, and ESG is to complete keel laying of the Argus later this year. Additionally, ESG completed the placement of orders for all long lead time materials for the second hull in the series, the cutter Chase. The yard holds the contract for nine vessels, and the Coast Guard may eventually order up to 25.

"Today represents a monumental day and reflects the dedication of our workforce - the ability to overcome and perform even under the most strenuous circumstances," said ESG president Joey D'Isernia in a statement. "ESG families have been dramatically impacted by the storm, and we continue to recover and help rebuild our shipyard and community . . . Hurricane Michael may have left its marks but it only strengthened our resolve to build the most sophisticated, highly capable national assets for the Coast Guard."

Hurricane Michael made landfall near Panama City on October 10 as an "extremely dangerous" Category 4 storm. It caused extensive damage throughout the region, and forced temporary closures at large installations like the U.S. Air Force's Tyndall Air Force Base and the U.S. Navy's surface warfare research center at Panama City. ESG was also "significantly impacted" by the storm, according to D'Isernia, but it bounced back quickly. 

After the storm, ESG immediately began the work of taking care of its employees and restoring operations. The shipyard set up daily distribution of meals and goods to employees in need. The firm knew that temporary housing was going to be needed in the short term, so it built a small community on greenfield space near its facilities. The company also created an interest free, deferred-payback loan program for those employees needing financial assistance, and it launched a GoFundMe campaign for additional aid. By early November, 80 percent of its employees had returned to work, and the yard began cutting steel for its biggest contract in early January. 




LR, UMAS Release Study on Achieving IMO2050 GHG Goals
by Ship Bunker
Tuesday, January 29, 2019

Ships designed to store less energy and bunker more frequently seen among the changes needed for the future.




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WP_Post Object ( [ID] => 2829 [post_author] => 1 [post_date] => 2013-03-14 04:31:37 [post_date_gmt] => 2013-03-14 04:31:37 [post_content] =>

Clipper Oil is a worldwide wholesaler of marine fuels and lubricant oils specializing in supplying vessels throughout the Pacific Ocean. Operating internationally from our headquarters in San Diego, California, USA, we serve the bunkering needs of all sectors of the marine market. This includes fishing fleets, ocean-going yachts, cruise ships, cargo ships, military/government/research vessels, and power plants.

Clipper Oil’s predecessor, Tuna Clipper Marine, was founded in 1956 by George Alameda and Lou Brito, two pioneers in the tuna fishing industry. Tuna Clipper Marine’s first supply location was in San Diego, California, USA where they serviced the local fishing fleet.

Established in 1985, Clipper Oil was formed to serve the needs of marine customers in the Western Pacific as vessels shifted their operations from San Diego. Clipper Oil has been a proven supplier of quality marine fuels, lubricants, and services to the maritime community for over 25 years, serving many ports throughout the Pacific Ocean. We maintain warehouses in Pago Pago, American Samoa; Majuro, Marshall Islands; and Pohnpei, Federated States of Micronesia. We also have operations in the Eastern Pacific in Balboa/Rodman, Panama and Manta, Ecuador. We supply marine vessels and service stations with fuel, lubricant oil, salt, and ammonia. We also supply our customer’s vessels with bunkers at high-seas through various high-seas fuel tankers in all areas of the Pacific Ocean.

Clipper-Shipyard-Supply

then
Then
The Tuna Clipper Marine Pier in San Diego Bay (1980).

now
Now
Clipper Oil supplying the USCGC Kimball ex. pipeline at the fuel dock in Pago Pago, American Samoa (2020).

Throughout the years, Clipper Oil has grown from a small marine distributor in San Diego to a worldwide supplier of marine fuels and lubricants. Clipper Oil offers a broad diversity of products and services and are active buyers and suppliers of petroleum products. It is this combination that gives us the edge in market intelligence needed to develop the best possible pricing for our clients.

Our daily monitoring of both the current and future oil market enables our customers to take advantage of market pricing on an immediate basis. This enables Clipper Oil to provide the best current and long term pricing for our customers.

Clipper Oil offers the following to our customers:

  • Extensive network of refueling locations throughout the Pacific Ocean
  • Full range of marine fuels, lubricants, and associated products
  • Competitive pricing
  • Technical support

All of the products we supply meet international specifications and conform to all local regulations.

With our many years of experience in the marine sector, Clipper Oil understands the attention to detail and operational performance vessels require during each port of call.

As a proven reliable and reputable supplier of marine fuel and lubricants, we welcome the opportunity to meet your vessel's needs. Please contact us for all of your marine energy and petroleum needs.

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