Knowledge is power: GE’s Powerful Dynamic Positioning Technology For N...

Knowledge is power: GE’s Powerful Dynamic Positioning Technology For N...:          It’s a powerful proposal. Keeping a 90-meter, 4,500-dead weight capacity platform supply vessel (PSV) stationary only a few ...

GE’s Powerful Dynamic Positioning Technology For Next Generation Platform Supply Vessels (PSVs)

         It’s a powerful proposal. Keeping a 90-meter, 4,500-dead weight capacity platform supply vessel (PSV) stationary only a few meters from an oil and gas platform, as it transfers fluids, equipment and personnel in challenging weather conditions, is as much about power as it is about precision.

         With GE Power Conversion’s dynamic positioning and vessel automation technologies, the Brazilian Shipyard Detroit Brasil Ltd  is constructing the next generation of PSVs for Brazilian operator Starnav Serviços Marítimos Ltda. The ships will operate under a long-term arrangement with Brazilian oil giant Petrobras. GE’s newest advancements in dynamic positioning and vessel automation will enable the ships to perform such operations with stability, safety and precision and will substantially contribute to the ships’ overall efficiency and operational effectiveness.

        Carlos Eduardo Pereira, general director at Starnav Serviços Marítimos Ltda. says, “We insist on having the very best in terms of performance. Second best is just not good enough for the kinds of environments they operate in. Not only does this apply to the worst the ocean can throw at you but it also means that the ships need to be efficient to meet both financial and environmental concerns. Offering a total solution means you understand the world of the mariner with innovation and technology that makes their life easier, this is where GE Power Conversion excels and why we are proud to be able to have them as a partner.”

                       Carlos Adrião, marine business director for GE Power Conversion Brazil & Latin America says, “We listen to our customers every day, and we listen to our customers’ customers. Moreover, we put what they say to work through our understanding of how to provide a complete marine solution. It is a matter of pride to be able to say that our reputation is made with every successful trip of the PSVs to support their platforms. A PSV will be operating for possibly decades; we need to make sure that the technologies we provide them today will keep them competitive tomorrow. ”

                      In taking a global view of the ship while listening to customers and understanding the challenges of tomorrow, GE Power Conversion experts are more than ever before powering, propelling and positioning the marine industry.

Grounded ship Pratibha Cauvery finally sold for Rs 16 crore

        Six months after it ran aground near Chennai during Cyclone Nilam drowning six sailors, oil tanker Pratibha Cauvery, has been sold for Rs. 16 crore.

          The Madras High Court had on April 18 ordered the sale of the ship through tender, rejecting the request for private sale.

         The High Court has recently confirmed the sale to the successful bidder Baltanas Shipping Limited in Charlestown, Nevis.

        Subsequent to the sale, Justice R Subbiah has ordered the release of the vessel from the Chennai Port Trust.

        The ship was seized and kept in the outer anchorage of the Chennai Port Trust on the order of the High Court, after a relative of one of the deceased sailors filed a petition seeking compensation.

         The vessel ran aground off Elliots Beach in the city when cyclone 'Nilam' hit the coast on October 31 last year.

         Mumbai-based Pratibha Shipping Company Limited, which had initially deposited Rs. 30 lakh, was directed by the court in December last year to pay Rs. 87.45 lakh as compensation to legal heirs of the six sailors.

          During the course of trial, parents of one of the sailors allegedly committed suicide, following the delay in receiving the compensation.

         As for the 17 crew members, who survived the October 31 incident and have filed petitions seeking payment of salary arrears, Justice N Paul Vasanthakumar had in December last directed the company to calculate the admitted arrears of salary payable to them till October-end and pay it in four weeks.

Knowledge is power: Death toll hits 39 in Philippines ferry accident

Knowledge is power: Death toll hits 39 in Philippines ferry accident:      CEBU, Philippines (AP) — As the MV Thomas Aquinas cruised toward Cebu city in the central Philippines, navy marshal Richard Pestillos...

Death toll hits 39 in Philippines ferry accident

     CEBU, Philippines (AP) — As the MV Thomas Aquinas cruised toward Cebu city in the central Philippines, navy marshal Richard Pestillos prepared for a brief stop while some passengers watched a band and others soaked in the night breeze on the deck.

    Then the scene turned chaotic when the ferry, with 870 passengers and crew, and a cargo ship collided late Friday, ripping a hole in its hull, knocking out its power and causing it to list before rapidly sinking as people screamed, according to Pestillos and other witnesses.

    "The sea was very calm and we could already see the lights at the pier," Pestillos told The Associated Press on Sunday by telephone.

    "Then very suddenly ... there was a loud bang then the grating sound of metal being peeled off," he said.

    Coast guard officials said at least 39 died and more than 80 were missing in the latest deadly sea accident in the Philippines, which happened 570 kilometers south of Manila.

    Frequent storms, badly maintained vessels and weak enforcement of safety regulations have been blamed for many of the accidents, including in 1987 when the ferry Dona Paz sank after colliding with a fuel tanker, killing more than 4,341 people in the world's worst peacetime maritime disaster.

    Cebu Governor Hilario Davide III said 751 passengers and crew of the Thomas Aquinas were rescued. There were no signs of additional survivors late Sunday, although Davide told reporters that he had not given up hope.

    Pestillos, one of several people praised for saving others in the accident, said he distributed life jackets and launched life rafts before creating his own flotation device by tying three life jackets to his navy service rifle.

    As the ferry sank, Pestillos said he fell into water that reeked of oil and was hit by a falling life boat. He said he gave his homemade flotation device to a woman who needed it to stay afloat.

    He said he lost sight of her when he went to help seven others, including two toddlers, toward an overturned life boat.

      Pestillos said rescuers found his rifle still tied to the life jackets, but it was not clear what happened to the woman.

    "I'm really praying that she also made it to the shore alive," he said.

     Cebu coast guard chief Commodore William Melad said there were 870 people on the ferry, including 754 passengers and 116 crew, after collating records of hospitals, rescuers and the ferry owner.

     Coast guard deputy chief Rear Adm. Luis Tuason said some of the missing could still be trapped in the sunken ferry, which has been leaking oil.

Transportation Secretary Joseph Abaya said the cargo ship was leaving the Cebu pier when it smashed into right side near the rear of the ferry which was arriving from southern Agusan del Sur province and making a brief stop in Cebu before proceeding to Manila.

     Outbound and incoming ships are assigned separate routes in the narrow channel leading to the busy Cebu pier. It is not known if one of the vessels strayed into the wrong lane, coast guard officials said.

     "There was probably a non-observance of rules," Melad told a news conference in Cebu on Sunday, but he said the investigation will start after the search and rescue work ends.

Large Handy-Max Bulk Carrier of “Mitsui’s 56″ Series Delivered

                  Mitsui Engineering & Shipbuilding Co., Ltd. (MES) completed and delivered a 56,000 dwt type bulk carrier M.V.”DEVON BAY” (MES Hull No. 1843) at its Tamano Works on 1st July, 2013 to “K” LINE BULK SHIPPING (UK) LIMITED, United Kingdom..

This vessel is a handy-max type bulk carrier of 56,000 dwt with a large cargo hold capacity over 70,000 m3 and marks the 158th ship of its series.This 56,000 dwt type bulk carrier series of MES is widely called “Mitsui’s 56″ and is highly appreciated in the market. More than 170 units of this series have been ordered from MES.
http://www.marineinsight.com/wp-content/uploads/2013/07/Devon-BAy.jpg

Principal Particulars

Length overall189.99 mLength (between perpendiculars)182.00 mBreadth (molded)32.25 mDepth (molded)18.10 mGross Tonnage31,756Deadweight56,095 metric tonsMain EngineMITSUI-MAN B&W Diesel Engine 6S50MC-C7 x1setMaximum Continuous Output9,070 kW x 125.0rpmService Speedabt.14.5 knotsComplement28 personsClassification SocietyNKFlagPanamaDate of DeliveryJuly 1st, 2013

Special Features

The vessel is designed in accordance with IACS Common Structural Rules. As a result, structural safety and operational flexibility are improved.The vessel is designed to have the following same features as “Mitsui 56″ ;(a) Good manageable size of 56,000 dwt at the summer draft.(b) Length and draft in consideration for accessibility to world main ports.(c) Low Fuel Oil Consumption based on good propulsive performance.The vessel has five (5) cargo holds and four (4) cranes for handling cargo.In order to load various kinds of cargo, the vessel is designed to have enough strength of tank top of cargo holds and to be suitable for efficient cargo handling.(a) The size of hatch opening is the largest for this type of vessel in terms of both length and width. (b) Each cargo hold has a sufficient clear length in order to load long pipes. (c) Cargo hold is well strengthened to load heavy cargo such as hot coil etc.Main Engine is MITSUI-MAN B&W Diesel Engine 6S50MC-C, which is a light, compact and high output engine complying with MARPOL NOx restriction for exhaust gas. It has good enough power margin to provide a high degree of flexibility (at normal service output = 75% maximum continuous output) and the lowest fuel oil consumption shall be realized by the optimum matching at normal service output.Ballast water can be changed during navigation for protection of marine environment.Generator engines also comply with MARPOL NOx restriction for exhaust gas.

New Auto Chief Touch Screen Propulsion Control System

              The next generation of AutoChief propulsion control systems from Kongsberg Maritime is now officially available. The new AutoChief 600 (AC 600) is suitable for all 2 and 4 stroke engines, for both fixed and controllable pitch propeller. It features new touch screen operation based on the Kongsberg Maritime standardised Human Machine Interface (HMI).

              The touch screen interface for AC 600 improves usability by introducing more logical, intuitive menu navigation. Users have access to all system functions via the touch screen, so can display any information quickly and easily whenever it’s needed. The main variables available include RPM, pitch, start air and scavenging air pressure, engine state etc. Several levels of control are available to distinguish between user groups.
               Whilst simplifying the presentation of information to operators the AC 600 touch screen interface also meets the NAUT OS/OSV requirements for handling Command Control when adapted as a multi plant engine and Thruster control system. This means control can be handed to other systems in the network at the touch of a button.

        

                     The AC 600 supports integration with Kongsberg Maritime’s K-Thrust 600, Azimuth control and Rudder Control system making the system suitable for a wide range of vessels including OSVs, PSVs, oil tankers and container vessels.
                       The main components of AC 600 are: Touch screen Control Panel, Engine Telegraph Unit, Engine Safety System, Digital Governor System, Manoeuvring Recorder and Distributed Processing Units. All interfaces are on CAN-bus; instrumentation, levers, displays etc. Installation time is significantly reduced as there is no internal wiring between the units. Reliability is high, and all hardware components in the AC 600 system have a built-in-self-test feature (BIST).
                        “This is the sixth AutoChief since the series started in 1967 and with the inclusion of touch screen operation, it represents a significant technical milestone,” comments Hans Otto Schjerven, General Manager – Product, Merchant Marine, Kongsberg Maritime.

The World’s First Floating Wind Current Turbine Plant

                        In a first-of-its-kind, the Japanese marine engineering giants Mitsui have come up with an ingenious alternative power generation system. The power generation system will effectively utilise both wind energy and oceanic currents to generate electricity. Expected to be set up in the Japanese high seas, these tidal-wind energy turbines are expected to generate electricity nearly double of what the present traditional wind energy generating turbine models produce.

The Savonius Keel and Wind Turbine Darrieus (SKWID) System: Details and Characteristics:
                        Known as the SKWID turbine system, the tidal-wind energy turbines have been uniquely constructed. Since the energy generating system is expected to channelize both wind and tidal energy, the turbine system has been constructed with a perpendicular axis of rotation. According to experts involved in the construction and testing of the equipment, this aspect of the turbine system allows it to be installed and highly effective even in the most volatile high seas.

                        The equipment gains its name from the two engineering giants providing each of the separate equipment in the hybrid tidal-wind turbine system. The equipment’s tidal energy turbines have been provided by Savonius while the wind energy turbines are of Darrieus’ make. Some of the other technical high-points of the SWKID system can be further pinpointed as follows:

• The wind energy turbine of the SKWID turbine system will extend above the surface of the oceanic waters to nearly 50 meters

• The tidal energy turbine system located sub-surface is said to have a circumference of almost 15 meters

• The energy generating equipment has been affixed on the deck area of the SWKID equipment. This is expected to allow easy upkeep of the equipment whenever required

• SWKID doesn’t require any external power boosting to start its initial operations. This makes the tidal-wind turbine system highly suitable to the present-day needs

• The equipment can effectively channelize the weakest of tides and the harshest of blowing oceanic winds from any direction to generate high levels of electricity

• Total output from the Savonius Keel and Wind Turbine Darrieus System is expected to generate electricity for almost 300 homes

• The turbine system is highly feasible for remote locations and also for those areas requiring immediate critical electricity supply

Savonius Keel and Wind Turbine Darrieus System: Looking at the Future
                   The Savonius Keel and Wind Turbine Darrieus System has laid the foundations for future marine engineering channels. Maritime experts from all over the world have been quite appreciative of the exceptional alternate energy generating system.



                        Though the turbine system is still under the test stages, these votes of confidences from various sources have guaranteed the success of the equipment. This has thus paved the way for similar or far more advanced models of alternate energy sources channelizing the maritime field.

References: softpedia, inhabitat, hubet

 

Hansa Marburg Crew Members Released From Pirates

                      Ship managers Leonhardt & Blumberg of Hamburg, Germany operators of container vessel “HANSA MARBURG”, is pleased and relieved to report that the 4 seafarers who were taken from the vessel by armed men 130 miles south west of Malabo, Equatorial Guinea and held hostage, have now been released. The vessel was attacked by criminal gangs in the Gulf Of Guinea on April 22 and four seafarers were taken hostage.

                       The four seafarers, including Ukrainian, Russian and Kiribati citizens were confirmed as being safe and in good spirits after 31 days in captivity.

 

                       Leonhardt & Blumberg is delighted that the crew members have been released and the company wishes to thank each of them for their courage and fortitude in dealing with this very difficult situation in such a professional manner; also to thank the families of those being held for their patience and courage at such a difficult and worrying time.

                        The Company also wishes to extend its appreciation to the governments, government agencies and all those who assisted in bringing this difficult situation to a close.
Leonhardt & Blumberg will not be releasing any further details concerning the release in order to avoid encouraging further criminal acts of this kind.

Reference & Image Credits: leonhardt-blumberg

How Ship Dismantling is Done?

                       Ship dismantling, also popularly referred to as “ship recycling” is a process of breaking down a ship when it competes its life tenure. As one of the ship disposal techniques, ship dismantling involves the retired ships to be stripped off  their machinery, barring the value-adding materials which are rightfully reused for new ships or for other applications.
                       The steel scraps obtained after dismantling an old ship is liquefied and used again in building new vessels. The molten steel is renovated and proves useful even for many other industries. Moreover, all other parts such as wooden furniture, glass etc. are also reused for a variety of applications.

Why is Ship Dismantling needed?

                      Ship dismantling is highly necessary as the maintenance expenses of a particular vessel keep soaring with time and it becomes really difficult to handle the same. Therefore, the ship owners seek the easy way out and hand over the old vessel for effective disposal, so that they can concentrate on dealing with other regular expenses like port charges, fuel charges, and also salaries of the crew members.

How is Ship Breaking carried out?
                      
                      The primary and the most common way to dismantle a ship is by breaking it apart into several different parts before breaking them further. On some of the biggest ship breaking yards in the world such as Alang in India, the process of dismantling starts by beaching the ship on the shore. Several ship breaking contractors have their offices and yards along the coast of Alang, Gujarat.
                       The vessel on its final journey needs to float steadily and hit the beach of the shipping yard where it staggers and stops. Once on the shore, the engine is shut down and the anchor is dropped to make the ship steady. The ship breakers then start working after preparing a plan.
                       At the site, the laborers pull the vessel upon the beach, with the help of strong chains, cables, and machinery systems. This is one of the most dangerous tasks of the ship dismantling process. Sometimes chains might break during the process, leading to unfortunate accidents and great harm to the laborers.
Several regulations have to be followed for dismantling a ship. The Hong Kong International Convention for the Safety and Environmentally Sound Recycling of the Ships, 2009, was adopted to ensure that the ship breaking procedure do not pose any unnecessary risk to human health, safety and environment. However, at ship breaking yards in developing countries hardly any laws are properly followed, which has caused great danger to the human life and environment.

                       Also, before the dismantling process starts, the fuel tanks of the ships are completely drained to prevent any accidental explosions in the yard. Then the “scrappers” take over the particular vessel to explore it and locate useful items that may include flags, liquor, plumbing, electrical wiring, electronics, furniture, and machinery. All these items are reused or sold in the local market. Traders from different parts of the country visit Alang Ship Breaking Yard to buy scrap and reusable items at bargained price.

                      The real demolition of the ship begins after the initial scrapping process is over. The shipboard supervisor and other authorized personnel will then inspect the entire ship and decide the immediate course of action. Technically, there are no basic guidelines as such on how to break a ship. It is the intent observation and countless project experiences of the advisors that counts in the process rather than any bookish knowledge. However, strict safety guidelines need to be followed by everyone involved with the ship dismantling procedure.

                      As the actual dismantling starts, the ship breaking laborers are armed with a variety of torches, sheer elbow greases and sledgehammers to tear down the anatomy of the ship. The period of disassembling can vary anywhere from two weeks to even twelve months.

Is Ship Dismantling dangerous?

                      Ship dismantling is regarded to be one of the most dangerous professions in the world as it involves a great amount of risks and hazards. Several guidelines and programs have been formed be tackled the consequences and control the oddities of this profession. It is definitely a Herculean task to break apart a sturdy ship as it had been built to be impregnable so as to withstand the harsh weather conditions and ocean storms and support countless tones of cargo.
Many toxic ships contain dangerous substances such as asbestos, petrochemicals byproducts, lead, mercury, Polychlorinated Biphenyls, radium, poisons and heavy metal machinery, which are extremely harmful to humans and environment. Moreover, the workers work with the least personal protective equipment and in really rough weather and temperature conditions.

                      The laborers are also extremely poor and desperate to earn some quick money. They are subjected to mortal perils every single day and the death toll in such ship breaking yards are rising in spite of all the precautionary measures.

Where does the Ship Dismantling business thrive?

                     Due to the large availability of cheap labors in poor nations such as Bangladesh, China, Pakistan and India, ship dismantling business is thriving in these regions. Around 85 percent of the world’s shipbreaking activities occur in these above named countries. The sites located in India are highly favorable as the shipyards offer high tidal ranges, 15-degree slopes and the coastlines are free of mud.
As ships do not survive on water for more than thirty years, ship recycling becomes a necessity. Moreover, the recycled steel is a boon to the steel plants. Such graveyards in developing countries of Asia is a thriving business.

How does it affect our environment?

                        Disassembling of vessels comes at a huge price for it causes various environmental hazards. The non-ecofriendly dismantling techniques are a serious international concern and stringent regulations are implemented to prevent the disastrous consequences.  Especially, the companies that engage in the beaching dismantling method, face stern opposition as beaching affects the ecosystem a lot. Interestingly, the ship disposal companies flourish in the third-world or developing nations, mainly because of the easy availability of cheap labor.

                     Other favorable conditions may include the slackened laws when it comes to environmental protection or labor health, and the ever-increasing demand for steel. This tragic lack of definite government rules leads to an inevitable bout of pollution in such countries and the rate at which the workers are injured just keeps on increasing.

What is the role of the Basel Convention?

The Basel Convention is a renowned name as it is majorly involved in tackling the ship disposal issues.  The disposable vessels comprise of a vast range of hazardous substances, for instance PCB, asbestos and certain waste oil products. As a recent development, the Basel Convention has united with the International Maritime Organization (IMO) to ascertain dedicated observance of improved rules and regulations in order to prevent the environment from irreparable harm.

 

Marine Pollution by Ships -Tips for Reducing & Recycling Waste at Sea

                It is a proven fact that the marine industry amasses millions of tons of garbage and waste products from day to day operations each year causing massive marine pollution. 

 

                Shipping industry, which is wholly accountable for the marine and cargo transportation, is one of the potent sources for pollution at sea. With over 70% water covering our planet, marine industry is booming each passing day. With such rapid industrial growth the marine ecological system is bound to get perturbed by unwanted issues such as those of the marine wastes and effects of marine pollution. Marine waste and the associated garbage have been proclaimed as being majorly responsible in polluting the world’s oceans.

                 To oversee that the shipping industry abides to the international laws and regulations, Marine Environmental Protection Committee (MEPC) and similar other groups have been formed.  These Marine Environmental groups play an important role in controlling and downsizing the wastes produced due to the maritime operations. With the acceptance of Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships in May 2009, a significant improvement in ship recycling and waste management has been observed.

 

                   IMO conventions such as MARPOL Annex 5- Garbage from Ships and other related guidelines have to some extent been able to streamline the waste and garbage management onboard marine vessels by implementing methods such as Garbage Management Plan for Ships . This also makes it vital for the vessels’ waste management teams to work together in order to understand and comply with waste reduction, recycling and management.

Tips for Reducing Waste on Ships to Reduce Marine Pollution:

                   Waste and Garbage generated onboard ships which contribute to marine pollution comprise of chiefly plastics, dunnage and packing material, cleaning material and rags, paper products, food waste, remains of paints, solvents and chemicals. Proper handling of these waste products is critical to prevent marine pollution. Maximum efforts should be put into waste reduction and management to permit a safe and healthy work environment onboard as well as preserving a pollution free marine ecosystem.  In order to reduce the waste, seafarers should take an active part in efficient ship operations and in reducing garbage production on ships.

 

• All marine operators to put in place waste and garbage management system with proper stowage and segregation procedures for various categories of waste materials such as plastics, batteries, food wastes, dunnage, metallic wastes, chemicals, etc.  Companies should imply strict adherence to the MARPOL regulations and maintain zero dumping policy onboard their fleet. Procedures to dispose- off waste in safe and ecologically friendly environment should be included in the waste management manuals in order minimize marine pollution.
• Wastes such as plastic, metals, glass, batteries, medical wastes, oily rags, sludge, waste oils, etc. those which cannot be disposed off at sea should be incinerated or given away to shore reception facilities.

• Compactors should be used effectively to reduce the volumes of mainly plastics and other waste material which can be compressed.
• Food waste can be comminuted and discharged at sea. Also to ensure vessels are complying with the 2013 MARPOL amendments to Annex V.
• Newer techniques which separate glass from mercury and metal should be allowed onboard.
• As far as possible, reduce the production of oily waste and sludge. Usage of clean and treated fuel will not only generate lesser sludge but also will be environmental friendly.  In order to improve the performance of the OWS, it is a better idea to install emulsion breaking filters on the separators.

• The marine operator’s Environmental Management System (EMS) should be maintained onboard which in turn would raise the waste management standards and also reciprocate to the zero discharge policy for solid wastes that can be incinerated onboard and ashore.

Tip for Recycling Waste on Ships:

            Recycling waste is a new concept to reduce marine pollution that is being implemented onboard marine vessels especially the cruise liners where waste generated is four folds as compared to that produced by conventional marine operations. Waste management programs should institute effective waste recycling for a better environment even on conventional marine vessels and installations.
Specials steps should be taken to minimize marine pollution from cruise ships.

Things that could be included to prevent marine pollution by ships are, but not limited to -

• Ship Owners and marine operators to effectively prepare, constitute and implement a Waste Recycling and Management Plan for recycling techniques and procedures that could be carried out at sea.
• Paper could be reused in many ways for day to day operations. Dunnage such as cardboard can be used for additional coverings. Common recycle bins for reusable items could be a good bet.
• Compactors should be used for crushing voluminous materials such as plastics, paper, metal cans, etc. Such materials should be put in recycling bins or containers.
• Items such as computers, television set, music boxes, etc. that are no longer required or useable onboard should be given away to local shore organizations.
• Old grease, waste oil, and similar other oil based products could be used as alternative lubricants or be used up for cleaning rough stains /marks.
• Plastic garbage bags should be replaced with marine ‘bio degradable’ refuse bags for disposing-off food waste. Such bags could also be used up for storage and / or compression of garbage accumulated onboard. Plastic has been termed as one of the main sources of marine pollution.
• It is also imperative to understand the effects associated by air emissions which are caused due to colossal amounts of energy usage. Replacing the conventional halogen and the incandescent light bulb with the new age LED bulbs or similar fluorescent lights which consume lesser energy should be given due consideration onboard marine vessels and installations.
• Recycling of glass bulbs can be done with the help of lamp crushers which segregate mercury, metal caps while allowing for the crushing of glass.
• Batteries are again an environmental hazard and should be disposed off ashore to approved shore reception facilities. Batteries could also be recycled onboard using special units / devices leading to separation of Lithium, Lead and Cadmium.

Finally, the fleet managers should engage in having interactive sessions with the crew members for reducing marine pollution, motivating them to protect the environment through proper stowage, segregation and handling of waste generated at sea.  With the adoption and implementation of such waste reduction and recycling management programmes ship owners, marine managers and the personnel at sea would be able to display immaculate levels of concern for the marine ecosystem.
 

Knowledge is power: China Shipping Orders World’s Biggest Container Sh...

Knowledge is power: China Shipping Orders World’s Biggest Container Sh...:               China Shipping Container Lines Co. (2866), the country’s second-biggest shipping company, ordered the world’s biggest contai...

China Shipping Orders World’s Biggest Container Ships From Hyundai

             China Shipping Container Lines Co. (2866), the country’s second-biggest shipping company, ordered the world’s biggest container ship, taking over the title from A.P. Moeller-Maersk A/S. (MAERSKA)
Hyundai Heavy Industries Co. (009540) will build five vessels each capable of carrying 18,400 20-foot containers for $700 million for China Shipping, the Ulsan, South Korea-based company said in an e-mailed statement today. Delivery will start in the second half of 2014.

            Shipping lines, including Maersk and Evergreen Group, are adding bigger vessels that burn less fuel and have lower emissions to reduce costs. Maersk next month will take delivery of the world’s biggest container ship, which can carry 18,000 boxes, from Daewoo Shipbuilding & Marine Engineering Co. (042660).

 

               The ships Hyundai Heavy will deliver to China Shipping will use an engine that can automatically control fuel consumption to suit speed and sea conditions, helping to improve fuel efficiency, reduce noise and cut emissions.
             
               Hyundai Heavy, the world’s biggest shipbuilder, has received $9.7 billion of contracts for ships and offshore projects this year including the latest order, it said. It has achieved 41 percent of the $23.8 billion target set for 2013.
                Maersk ordered 20 ships of the type that can each carry 18,000 boxes in 2011, which was the world’s biggest then. Five of the vessels are scheduled for delivery this year.
                CMA CGM SA, the world’s third-largest container shipping company, operates the biggest vessel in operation, which can carry 16,000 boxes.
          
                   Hyundai Heavy was unchanged at 197,000 won as of 1:08 p.m. in Seoul and has lost 19 percent this year. China Shipping advanced 1.6 percent to HK$1.92 in Hong Kong trading.
Reference: bloomberg