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Koreans link Hornsea 2 onshore

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LS Cable & System will supply some 350km of onshore cables for Orsted's 1400MW Hornsea 2 offshore wind farm off the coast of Yorkshire in England.

The order includes both 400kV and 220kV wires, which are all due to be installed by 2021, the South Korean cable fabricator said.

LS Cable chief executive Roe-Hyun Myeong said: “This contract is meaningful because it continues the trend of supplying cables for new renewable energy projects in Europe, the home of cable business. We hope to expand opportunities for projects in Europe, North America and Asia."

The wires will run between the project's landfall site at Horseshoe Point in Lincolnshire and the onshore substation at North Killingholme.

Substation contractor Balfour Beatty broke ground on the onshore transformer station this summer.

Hornsea 2 will feature 165 Siemens Gamesa 8MW turbines with 167-metre rotor diameters. It is due to be operational in 2022.

Source:renews

Hyundai Merchant Marine to Spend $2.8 Bln on 20 Containerships

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South Korea's largest shipping line Hyundai Merchant Marine (HMM) said it will invest 3.153 trillion won ($2.84 billion) for 20 new large containerships to be delivered by June 2021.

In June this year, the company signed letters of intent for ship orders with South Korea's top three shipbuilders Hyundai Heavy Industries, Daewoo Shipbuilding & Marine Engineering (DSME) and Samsung Heavy Industries.

DSME and Samsung will build seven and five 23,000 TEU vessels respectively, which are expected to deliver in the second quarter of 2020. Hyundai will construct eight 14,000 TEU vessels for delivery in the second quarter of 2021.

The larger ships will be deployed on Asia-North Europe routes while the 14,000 TEU ships will serve the U.S. East coast trade.

Government Push
HMM is under control of the government-owned Korean Development Bank (KDB), and its vessel orders are part of a strategic initiative to breathe new life into the nation's struggling shipping and shipbuilding sectors. 

"HMM’s newbuild orders can be seen as governmental investment," said VesselsValue analyst Hongbeom Park. "Politically, Korea needs to order those ships to help shipping/shipbuilding."

"[The government] wants to order more ships for ocean service while focusing on consolidation on intra-Asia trade where several Korean shipping companies are fiercely competing," Park said. "Currently just HMM and SM Line are providing ocean service so there are not many alternative ways to increase the fleet size which will be employed in the ocean service."

Overcapacity
HMM’s orders come as overcapacity remains an issue for the global container shipping sector. Ultra large container vessel (ULCV) deliveries have increased dramatically in the last few years, with 76 new ULCVs either delivered or scheduled to be during 2018, compared to 43 delivered last year and 29 in 2016, according to VesselsValue.

"Economically, it would be difficult to make a profit as there still exists oversupply and especially high orderbook in the 20,000+ TEU sector," Park said.

"There is also the problem of how HMM could fill the capacity of those big ships," Park said. "For this, the government is planning to encourage Korean cargo owners to use Korean ships."

Source:marinelink

HHI to Build Six US Navy Destroyers in $5.1 Bln Contract

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Huntington Ingalls Industries’ (HII) Ingalls Shipbuilding division today announced that it has been awarded a $5.1 billion fixed-price incentive, multiyear procurement contract for construction of six Arleigh Burke-class (DDG 51) Flight III destroyers for the U.S. Navy.

The contract includes options for engineering and post-delivery efforts, which, if exercised, would bring the cumulative value of the contract to approximately $5.25 billion.

“Destroyers represent the backbone of the Navy’s fleet and play a significant role in the defense of our freedom,” said Ingalls Shipbuilding President Brian Cuccias. “Our shipbuilders construct every DDG 51 with great pride, knowing the significant mission each ship carries out in their lifetime. This contract for six additional destroyers is significant not only for the men and women who will spend the next several years building and delivering these quality ships, but also for the sailors who will operate these warships around the world ensuring there is peace back home.”

Over the course of 30 years, Ingalls has built and delivered 30 Arleigh Burke-class destroyers. The shipyard currently has five DDGs under construction, including the first Flight III ship, DDG 125, which started fabrication in May.

According to HHI, Arleigh Burke-class destroyers are capable, multi-mission ships and can conduct a variety of operations, from peacetime presence and crisis management to sea control and power projection, all in support of the United States’ military strategy. The guided missile destroyers are capable of simultaneously fighting air, surface and subsurface battles. The ship contains myriad offensive and defensive weapons designed to support maritime defense needs well into the 21st century.

Source:marinelink

ClassNK warns owners not to wait for deadline to install ballast water systems

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Japanese classification society ClassNK is advising owners to fit ballast water management systems (BWMS) well ahead of time as it sees a large spike in retrofit numbers in 2022.

For be compliant with the IMO’s Ballast Water Management Convention for existing vessels shipowners have to install a BWMS at the vessel’s next special survey after 8 September 2019, essentially giving a five year window for retrofits between September 2019 and September 2024 depending on when the special survey is due.

While some owners are acting ahead of time – 1,915 vessels out 7,315 ships registered with ClassNK have already installed systems – the majority some 5,400 vessels are yet to fit a system. Of that number slightly over half, 2,832 vessels, have installation deadlines in 2022.

“As difficulties are expected in the installation of BWMS if everyone around the world waits until 2022, ClassNK recommends installing early,” the classification society said.

Owners are waiting until the latest dates possible to install systems due to the cost of a BWMS unit, the small number of systems with type approval for tighter US Coast Guard regulations, and there have also been reports of operating difficulties with early systems.

Source:seatrade-maritime

Tanker Market: VLCCs’ Enquiries Rising

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The Golden Week holiday prompted an uptick in enquiry with rates firming four points to WS 59/59.5 for 270,000mt from the Middle East Gulf to both China and Singapore and 280,000mt to the US Gulf now assessed around WS 23 Cape/Cape. West Africa to China moved in line with the Middle East Gulf, with last done at WS 60, basis 260,000mt. The US Gulf to Korea went at $5.2 million, with Hound Point to South Korea fixed at $4.65 million.

Suezmax
West Africa gained five points to WS 77.5 for 130,000mt to UK-Continent, with the potential for further increases. Delays in the Turkish Straits saw the Black Sea add 10 points at WS 100 for 135,000mt to Mediterranean, with South Korea covered at a firmer $3.55 million.

Aframax
An active week in the Mediterranean, with WS 107.5 paid from Ceyhan and the Black Sea, basis 80,000mt, with further rises expected. Baltic rates gained 10 points, peaking at WS 90 for 100,000mt, while the 80,000mt cross North Sea market rose to WS 117.5. The Aframax market in the Caribbean eased 7.5 points to the low WS 140s for 70,000mt from Venezuela to the US Gulf.

Panamax
The ARA to the US Gulf market dropped 7.5 points to WS 112.5 for 55,000mt.

Clean
In the 75,000mt Middle East Gulf to Japan trade, rates firmed three points to WS 103.25 while healthy activity prompted a five-point rise to WS 120 for 55,000mt. Higher bunker prices and increased demand to West Africa saw rates in the 37,000mt Continent/USAC trade add 10 points to WS 110, while the 38,000mt backhaul eased from low WS 100s to just below WS 100.

Source:hellenicshippingnews

Uncertain options for IMO 2020 sulfur cap, but disruptions expected – analyst

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While analysts expect disruptions in the coal export and import markets, solutions to the International Maritime Organization’s 2020 sulfur cap remain unclear, a Wood Mackenzie analyst said in a report.

Starting January 1, 2020, the current 3.5% sulfur cap will fall to 0.5% per IMO regulations.

“Coal companies relying on ocean transport should brace for increased voyage rates,” Anthony Knutson, Principal Analyst at WoodMac, said in the report.

“There will be high costs across the entire supply chain,” a Platts Analytics analyst concurred in an interview with S&P Global Thursday.

The price of diesel will go up, leading to higher cost for domestic coal freight and to overall higher costs in coal production, from mining equipment, to trucks as the global supply curve shifts to the right.

In addition, export and domestic margins would tighten, and US demand would be at risk most, the Platts analyst said.

Particularly, the long-haul supply routes such as Columbia to Asia and South Africa to Asia will be impacted more, the analyst added.

Additionally, the 2020 cap may lead to increased competition in the power sector.

“The idea is if HSFO needs to be gotten rid of, it might be burned in certain power markets,” the Platts analyst said, adding there are limited locations, including the Middle East, ASEAN, and Mexico, which can use high sulfur fuel oil (HSFO) for power generation.

‘WAIT AND WATCH’ APPROACH

Uncertainty surrounding compliance, in addition to competition between refining and marine investments, have prompted a “wait and watch” approach from both the sectors, the WoodMac report said.

“Refineries are slow and possibly reluctant to make major investments for the swing,” Knutson said. “Refineries have shown reluctance to invest the hundreds of millions to billions of dollars to increase production of low sulfur marine fuels.”

Bulker fuel costs are expected to rise even before 2020 and continue rising afterward until a balance is found between shipping company demand and refinery marine bunker fuel output.

The Wood Mackenzie analyst examined three options for lowering sulfur emissions, including emissions scrubbers systems, switch to low-sulfur fuels, and switch to alternative fuels.

SCRUBBERS

WoodMac predicted emissions scrubbers systems to be a “medium term solution,” although cost effectiveness would come into play in addition to the reduced cargo capacity, considering the added weight.

The shipping industry is still recovering from the economic downturn of 2016, and has limited credit to pay for fleet-wide projects, especially when scrubbers would likely become superfluous in long term due to increased production of lower-sulfur fuels.

However, WoodMac “asserts the installation of commercial scrubbers has the advantage of being less expensive and faster to put in place than a major refining upgrade, which is highly capital intensive and can take many years to implement.”

WoodMac estimated scrubber penetration at less than 1% in 2020, in addition to future ship builds being “constructed ‘scrubber ready’.”

By 2025, WoodMac expects “one in five 2013-2018 vintage bulkers will have a scrubber.”

HIGH TO LOW SULFUR FUEL

WoodMac said the switch from high-sulfur to low-sulfur fuel as a “short-to medium-term solution.”

Bulk carrier ships currently burn residual-based high sulfur fuel oils (HFSO) which have a sulfur content cap of 3.5% under regulations from the IMO.

Alternate fuel options include distillate fuels marine gasoil (MGO), which has a sulfur content of 0.1%, and an emerging fuel specification with a 0.5% sulfur content known as very low sulfur fuel oil (VLSFO).

Depending on the compliant fuel type, WoodMac estimates a 20%-40% jump, on a US$/mt basis, on coal route voyage rates for coal shippers.

ALTERNATE FUELS

The last option, switching to alternative fuels such as liquefied natural gas, is seen as a “long-term solution” by WoodMac.

Although LNG is low-sulfur with clean burning properties, WoodMac listed underdeveloped global infrastructure, slow global investment, and inefficient fuel transfer technology as problematic.

WoodMac sees “limited but growing LNG ship penetration” from 2020 to 2025.

IMO originally released the coming sulfur cap October 27, 2016, and the organization came to the definitive January 1, 2020, start date this year.

Source:hellenicshippingnews

Infographic: October is US cyber security awareness month

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Every year since 2003, October has been recognized as National Cyber Security Awareness Month (NCSAM) in the US, aiming to raise awareness about the importance of cyber security.

On this year's occasion, marking the 15th year since the annual initiative first began, the US Center for Internet Security issued a relevant infographic emphasizing on the four key messages, tied together by one overarching theme:"Cybersecurity is our shared responsibility and we all must work together to improve our Nation's cybersecurity,"

Key messages

  • Strengthen the Nation's cyber security ecosystem
  • Cyber security is a cross-cutting, cross-sector challenge, so we must tackle it together
  • Increase and strengthen the cyber security workforce across all sectors
  • Secure critical infrastructure from cyber threats.

NCSAM 2018 is a collaborative effort between government and industry to ensure every American has the resources they need to stay safer and more secure online, while increasing the resiliency of the Nation during cyber-threats. DHS is the federal, national lead for NCSAM.

Source:safety4sea

NYK introduces new ship-bridge concept to reduce casualties

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Japanese shipping company NYK has completed a new concept for a ship's bridge and employed it on a large container ship. The new bridge concept, is named 'Integrated information and bridge system', and the space and nautical instruments on this new bridge have been designed to take advantage of IoT aspects of instruments and to improve the safety and efficiency of vessel operation.

The move comes as a result from the company's cooperation with navigation equipment makers and shipbuilders since 2007, studying how to improve the bridge to enhance navigational watch efficiency and decease human error, as at least half of marine accidents are said to be caused by human error. The new concept includes:

Integrated Navigation Console with Seats: Generally, various nautical instruments and maneuvering equipment are located independently on the bridge, so officers must move around the bridge to gather navigational information. They must navigate the vessel while standing.

In contrast, the new concept makes use of an integrated console that is about two-thirds the size of a conventional one and enables officers to check essential navigational information and navigate the vessel at the same time. A seat helps officers better grasp the situation around the ship.

Moreover, a joystick type autopilot system for navigation has been adopted to better avoid collisions with other vessels and help officers in a sitting position easily maneuver the vessel. Moreover, a mini manual wheel has been installed on the console for steering in an emergency, taking safety into consideration.

Bridge Optimization: The new bridge has been equipped with lager windows, and the gap between the windows has been minimized to reduce dead visibility angles. Wipers are now operated by remote control. And the shape of the bridge has been optimized to ensure clear sight from a sitting position. The layout has also been enhanced to improve the work environment and reduce weariness during navigational watches.

At the bridge wing, a narrow walkway extends outward from both sides of a pilothouse, allowing the ship to be maneuvered for entering/leaving harbor and berthing/un-berthing operation. This wing takes advantage of large windows and floor windows, and is equipped with an integrated control stand that can remotely control the main propulsion, rudder and bow thruster.

A multi-function display, a workstation that can conduct some tasks at the same time, such as checking and operating navigational information, the radar, and ECDIS, is also located on the wings.

Installation of J-Marine NeCST Ship Navigation Support Tool: J-Marine NeCST, which was jointly developed by NYK, MTI Co. Ltd., and Japan Radio Co. Ltd. to make briefings among the officers and the pilot more efficient, has also been installed on the bridge.

This will help NYK improve bridge resource management, or BRM, even when many officers are on the bridge conducting navigational watches during heavy vessel traffic.

NYK has decided to adopt this new bridge on pure car and truck carriers and crude oil tankers, and is currently considering other types of vessels. NYK also plans to make use of this advancement as the company looks ahead to manned autonomous ships.

The new concept is aligned with NYK's new medium-term management plan “Staying Ahead 2022 with Digitalization and Green” released in March, to achieve sustainable growth.

Source:safety4sea

Venta Maersk calls at St. Petersburg concluding passage of Northern Sea Route

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On Friday, 28 September 2018, Venta Maersk called the port of Saint Petersburg, Russia, after successfully completing a trial passage of the Northern Sea Route. Venta Maersk started her voyage on 22 August 2018 in the port of Vladivostok, Russia. The ship stopped in Vostochny Stevedoring Company and Busan, before passing through Bering Strait on 6 September 2018 on her way to Bremerhaven.

According to Maersk, the voyage went as planned and without specific incidents, as the vessel and all systems aboard performed well.

However, the company noted that while the passage is feasible around this time of the year and marked by a lack of obstructive ice, ice conditions in the East Siberian Sea required assistance by icebreakers.

Maersk had taken different precautionary measures to make sure that the trial was done with the highest considerations for the safety of crew, cargo, environment, and vessel.

During the trial, the company was cooperating with the Northern Sea Route Administration and ice breaker companies, while the crew underwent special training and was joined by Northern Sea Route certified ice Pilots during the entire transit.

Nevertheless, Maersk noted that this voyage was a one-off trial aiming to gain operational experience in a new area and to test vessel systems:

Palle Laursen, Chief Technical Officer at Maersk, explained:Currently, we do not see the Northern Sea Route as a viable commercial alternative to existing east-west routes. In general, we plan new services according to trading patterns, population centres and our customers demand.

Source:safety4sea

IACS Publishes Cyber Safety Recommendations

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The International Association of Classification Societies (IACS) has published nine of its 12 recommendations on cyber safety for ships.

IACS initially addressed the subject of software quality with the publication of UR E22 in 2006.  Recognizing the huge increase in the use of onboard cyber-systems since that time, IACS has developed this new series of recommendations with a view to reflecting the resilience requirements of a ship with many more interdependencies. They address the need for:

•     A more complete understanding of the interplay between ship's systems
•     Protection from events beyond software errors
•     In the event that protection failed, the need for an appropriate response and ultimately recovery.
•     In order that the appropriate response could be put in place, a means of detection is required.

Noting the challenge of bringing traditional technical assurance processes to bear against new and unfamiliar technologies, IACS has launched the recommendations in the expectation that they will rapidly evolve as a result of the experience gained from their practical implementation. So, as an interim solution, they will be subject to amalgamation and consolidation.

More than 90 percent of the world’s cargo carrying tonnage is covered by the classification design, construction and through-life compliance rules and standards set by the 12 member societies of IACS.

The 12 Recommendations are:

Recommended procedures for software maintenance of shipboard equipment and systems (published)

Shipboard equipment and associated integrated systems to which these procedures apply can include:
– Bridge systems;
– Cargo handling and management systems;
– Propulsion and machinery management and power control systems;
– Access control systems;
– Ballast water control system;
– Communication systems; and
– Safety system.
    
Recommendation concerning manual / local control capabilities for software dependent machinery systems (published)

IMO requires through SOLAS that local control of essential machinery shall be available in case of failure in the remote (and for unattended machinery spaces, also automatic) control systems. For traditional mechanical propulsion machinery, this design principle is well established. The same design requirement applies to computerized propulsion machinery, i.e. complex computer based systems with unclear boundaries and with functions maintained in the different components.
    
Contingency plan for onboard computer based systems (published)

Computer based systems are vulnerable to a variety of failures such as software malfunction, hardware failure and other cyber incidents. It is not possible for all failure risks to be eliminated so residual risks always remain. In addition, a limited understanding of the operation of complex computer based systems together with fewer opportunities for manual operation can lead to crews being ill-prepared to use their initiative to responding effectively during a failure.

IMO and Classification Society rules contain many context specific examples of requirements for independent or local control in order to provide the crew with the means to operate the vessel in emergencies or following equipment failures. These requirements have generally been introduced when automation or remote control is introduced to individual pieces of equipment or functions and address concerns regarding its possible failure of the new features. The introduction of technologies which integrate different vessel’s functions creates the opportunity for two or more systems to be impacted by a single failure simultaneously.

Where, due to high computer dependence, manual operation is no longer practical or where the number of systems simultaneously affected is too high for manual operation to be practical with existing crew levels then the value of local control as a form of reassurance is limited, however the crew will still need to be provided with practical options to try to manage threats to human safety, safety of the vessel and/or threat to the environment.

If the practical options are not considered during the design and installed during construction of the vessel then the vessel and its crew could be, due to the introduction of new technologies, exposed to risks which they cannot manage.

Practical options could include limiting the extent of potential damage so that manual control is still achievable or providing backup systems which could be used in a worst case systems failure. Whatever form of contingency is provided to address failures it is important that it is well documented, tested and that the crew is aware and trained.

Requirements related to preventive means, independent mitigation means, engineered backups, redundancy, reinstatement etc. are dealt with in the other relevant recommendations.
    
Network Architecture (published)

Ship control networks have evolved from simple stand-alone systems to integrated systems over the years and the demand for ship to shore remote connectivity for maintenance, remote monitoring is increasing.

Incorporation of Ethernet technology has resulted in a growing similarity between the once disconnected fieldbus and Internet technologies. This has given rise to new terms such as industrial control networking, which encompasses not only the functions and requirements of conventional fieldbus, but also the additional functions and requirements that Ethernet-based systems present.

The objective of the present recommendation is to develop broad guidelines on ship board network architecture. The recommendation broadly covers various aspects from design to installation phases which should be addressed by the Supplier, system integrator and yard.    

Data Assurance (published)

Regulation strongly focuses on system hardware and software development, however, data related aspects are poorly covered comparatively. Data available on ships has become very complex and in a large volume, meaning a user is unlikely to spot an error and it would be unreasonable to expect them to do so. Cyber systems depend not only on hardware and software, but also on the data they generate, process, store and transmit. These systems are also becoming more data intensive and data centric, often used as decision support and advisory systems and for remote digital communication.

Data Assurance may be intended as the activity, or set of activities, aimed at enforcing the security of data generated, processed, transferred and stored in the operation of computer based systems on board ships. Security of data includes confidentiality, integrity and availability; the scope of application of Data Assurance covers data whose lifecycle is entirely within on board computer based system, as well as data exchanged with shore systems connected to the on board networks.
    
Physical Security of onboard computer based systems (to be published Q4, 2018)
    
Network Security of onboard computer based systems (published)

Network security of onboard computer-based systems consists in taking physical, organizational, procedural and technical measures to make the network infrastructure connecting Information Technology and/or Operational Technology systems resilient to unauthorized access, misuse, malfunction, modification, destruction or improper disclosure, thereby ensuring that such systems perform their intended functions within a secure environment.

Vessel System Design (to be published Q4, 2018)
    
Inventory List of computer based systems (published)

For effective assessment and control of the cyber systems on board, an inventory of all of the vessel's equipment and computer based systems should be created during the vessel's design and construction and updated during the life of the ship: tracking the software and hardware modifications inside ship computer based systems enables to check that new vulnerabilities and dependencies have not occurred or have been treated appropriately to mitigate the risk related to their possible exploitation.

Integration (published)

Integration refers to an organized combination of computer-based systems, which are interconnected in order to allow communication and cooperation between computer subsystems e.g. monitoring, control, Vessel management, etc.

Integration of otherwise independent systems increases the possibility that the systems responsible for safety functions can be subject to cyber events including external cyberattacks and failures caused by unintentionally introduced malware. Systems which are not directly responsible for safety, if not properly separated from essential systems or not properly secured and monitored in an integrated system, can introduce routes for intrusion or cause unintended damage of important systems. It is necessary to have a record and an understanding of the extent of integration of vessels’ systems and for them to be arranged with sufficient redundancy and segregation as part of an overall strategy aimed at preventing the complete loss of ship’s essential functions.

Remote Update / Access (published)

Information and communications technology (ICT) is revolutionising shipping, bringing with it a new era – the ‘cyber-enabled’ ship. Many ICT systems on-board ships connect to remote services and systems on shore for monitoring of systems, diagnosis and remote maintenance, creating an extra level of complexity and risk. ICT systems have the potential to enhance safety, reliability and business performance, but there are numerous risks that need to be identified, understood and mitigated to make sure that technologies are safely integrated into ship design and operations.

Source:maritime-executive

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