SMC 新闻

SMC is pleased to report keel laying in Dalian Shipbuilding Industry Co., LTD (DSIC) on 20th March 2019 China, Hull No. T308K-2, the third unit from a series of 3 x 308 000 dwt VLCC (Crude Oil Tanker) ordered by Landbridge Holdings, Hong Kong.

Vessel is classed by BV and will be built to Hong Kong flag requirements.

Delivery of the vessel is scheduled for 18th January 2020.

SMC is pleased to report Delivery  Ceremony in  New Dayang shipbuilding Co.,Ltd., Yangzhou city, China: of  ”CL TAIZHOU ”, Hull No.DY 6005, the third unit from the series of 5 x 82K  Bulk carrier ordered by Sumec . Yangzhou New Dayang Shipbuilding Co., – Ltd., Yangzhou City, PRC,

All vessels in the series are classed by ClassNK’s Register.

SMC is pleased to report Launching at Jiangsu Xinfu Shipbuilding Co. Ltd. Jiangsu, P.R. China, of Hull No. H2017-1271, the first unit from the series of Ten 208,000 DWT Bulk Carriers ordered by China Development Bank Leasing Co. Ltd., P.R. China.

The vessel will be classed by ABS and built to Liberia flag requirements.

Delivery of the vessel is scheduled for 19th June 2019.

SMC is pleased to report delivery in Hyundai Mipo Dockyard Co. Ltd., South Korea, of Hull No. 2651, Clyde, the last unit from the series of 8 x 50,000 DWT Class Product/Chemical Tanker ordered by Union Maritime of London.

Technical management of the vessel will be by Latvian Shipping Company (LSC) of Riga.

Bernhard Schulte Shipmanagement (BSM) provides services for just about every aspect of owning and operating ships, from conceptual design to technical ship management to crewing. Its broad reach gives it perspective into many facets of the marketplace, including compliance with environmental regulations.

MarEx recently spoke with Krzysztof Kozdron, managing director of BSM’s Schulte Marine Concept division, about recent developments in the ballast water treatment market, the solutions employed by BSM’s clients and the company’s own novel approaches to meeting ballast water requirements. BSM recently facilitated the delivery of a ballast-free ship, the Kairos, which happens to be the world’s largest LNG bunkering vessel.

For BSM’s shipmanagement clients, what are the most important deciding factors for ballast water system equipment?

Kozdron: The selection of a ballast water system is not a simple equation or a process that can be automated. It is an amalgamation of technical, operational and commercial criteria that need to be considered, and unfortunately, as far as system types are concerned, there is not a single system that would tick all boxes during the selection process. In order to make the system selection most suitable, we have developed a scrutiny matrix which contains selection drivers like vessel type, the capacity of the existing ballast system, the vessel’s operational area and trading pattern (including minimum holding time).

Last year, BSM said that many of its shipowning clients have deferred BWTS installation until closer to the compliance deadline. Are customers beginning to move towards completing installation work now?

Kozdron: This is a very interesting point, and we have seen a variety of approaches from our customers. We all know the deadline is soon approaching, but there are multiple drivers for the decision on whether to wait until the last minute to retrofit. In addition to common questions like the availability of the systems, which may have long lead items, and the slots required in the drydocks for retrofits, sometimes commercial issues like charterers’ or trade expectations should also be taken into consideration. In addition, a ballast water system retrofit requires a capital investment by the shipowners, which must be factored into the decision on timing.

In years past, there has been a fair amount of confusion about the implementation dates and requirements for ballast treatment. Does BSM believe that shipowners have a better sense of clarity now on what the regulations require?

Kozdron: Both the regulatory and statutory frameworks are clear. The issuance of US Coast Guard approval for 15 systems brings considerable clarity to the scene, and a retrofit decision no longer hinges on potential issues with upgrading an AMS-certified system.

BSM’s new LNG bunkering vessel, the Kairos, shows that ballast water compliance can be possible without extra equipment. Does BSM plan to pursue this design approach for any other newbuildings?

Kozdron: The “Sea Water Ballast Free” design met tough environmental criteria to achieve the EU TEN-T requirements for both seagoing and river trading, as part of the LNG master plan for the Rhine-Main-Danube Canal. It was achieved by arranging the accommodation at the front of the vessel to improve forward visibility, while at the same time carrying a cargo which achieves propeller immersion in both ballast and fully loaded condition. If the same opportunities arise for a similar vessel in the future, we would follow this concept again, as it makes perfect sense to remove a complicated BWTS where possible. – MarEx

(published by The Maritime Executive: https://www.maritime-executive.com/editorials/interview-delivering-the-right-ballast-water-solution)

Schulte Marine Concept is pleased to report the Keel Laying ceremony in Daewoo Shipbuilding and Marine Engineering Co., Ltd., Korea, Hull No. 5453 of one 318,000 DWT VLCC ordered by AEOLOS Management S.A, belonging to the Embiricos Group.

The vessel is classed by American Bureau of Shipping and will be built to Liberia flag requirements.

Classification notes: +A1(E), “Oil Carrier ESP”, CSR, AB-CM, CPS, +AMS, +ACCU, VEC-L#1, TCM, RW, UWILD, PORT#2, RES, ENVIRO, IHM, CPP, CRC, BWT, BWE

Delivery of the vessel is scheduled at 5 July 2019.

SMC is pleased to report delivery of “Avon”, Hull No. 2636, which was constructed in Hyundai Mipo Dockyard Co. Ltd., South Korea. It is the seventh unit from the series of eight 50,000 DWT Product/Chemical Tankers ordered by Union Maritime Limited, London. S.M.C has been providing plan approval and site supervision for this project.

The vessel’s construction duration has taken just over one year, starting from Dec 2017. Technical management of the vessel will be by Latvian Shipping Company (LSC), Riga, Latvia.

The last vessel of the series is scheduled to be delivered next month.

SMC has been rewarded provision of technical consultancy, plan approval and site supervision services for two LNG dual-fuel ropax newbuildings by TT-Line, Germany. Construction will be carried out at China’s Jingling Shipyard.

The ferries are designed with capability of LNG and diesel dual-fuel propulsion, with capacity of 866 passengers and more than 2,400-lane meter. After delivery, they are intended to replace the company’s oldest two ferries – Huckleberry Finn and Tom Sawyer, operating in the Baltic Sea.

Currently, plan approval is under review, with on-site construction expected to start by end of 2019.

SMC is pleased to report delivery of “Elandra Willow”, Hull No. 8226, which was constructed in Hyundai Mipo Dockyard Co. Ltd., South Korea. It is the sixth unit from the series of eight 50,000 DWT Product/Chemical Tankers ordered by Elandra Holdings Limited, Tortula (originally Vitol). S.M.C has been providing plan approval and site supervision for this project since 2017.

The vessel’s construction duration was around one year, starting from Jan 2018. Technical management of the vessel will be by Latvian Shipping Company (LSC), Riga, Latvia.

The last two vessels of the series are scheduled to be delivered throughout the next two months.

S.M.C has strengthened its capacity and extended its experience on vessel type diversification, as well as penetrating further into ro-ro market by securing two ro-ro rail car ferries agreement with Seacor Holdings, United States.

The 2,000-lane-metre ferries will be constructed at China’s Huangpu Wenchong Yard due in 2020. S.M.C has provided technical consultancy at early stage prior to SBC signing, and will provide plan approval and site supervision services in accordance with the project development.

The shipbuilding contract (SBC) was signed by New Orleans-based CG Railway (CGR), a 50/50 joint venture between Seacor and Genesee & Wyoming Inc. SEACOR’s ocean transportation & logistics services businesses, through SEACOR Ocean Transport, owns marine equipment operating in the U.S. coastwise trade transporting bulk liquids and dry cargo; operates vessels that support the global movement of U.S. food aid and military cargoes; and offers customers turnkey logistics and liner service solutions to move goods and materials from Florida into the Caribbean. CGR currently has two ro-ro rail ferries, each with the capacity to transport approximately 115 railcars per voyage. It operates a freight railroad providing a four-day service between the ports of Mobile, Alabama, and Coatzacoalcos, Veracruz. The rail ferry offers a faster and more cost-effective alternative to the traditional land route between the southeast US and southeast Mexico, it said at the time of the JV buyout.