Brazilian infrastructure minister Ozires Silva recently signed decrees freeing Brazilian ship operating companies from regulations that previously limited their activities in international and cabotage, or coastal, transport, in port services and in offshore oil platform support services. The deregulating decrees should lower the current high transport costs for Brazil's exports and imports.
Rules that formerly limited ship operators to certain types of cargoes and services and to specific routes with prescribed vessels were ended with the signing of the decrees.
Paulo Cotta, director superintendent of Alianca Navegacao, the dominant private Brazilian operator serving the conference routes between Brazil and Europe, said the new rules will favor private ship operators willing to make investments.
Some private Brazilian ship operators are already planning to diversify activities and increase their share of conference trade between Brazil, the U.S. and Europe.
Constitutional backing of the state oil monopoly is sidestepped in the new rules by redefining it, limiting it to petroleum of domestic origin.
The new rules also recognize ship operators working as unscheduled outsiders in trades served by ship conferences, in effect opening the trades to newcomers.
Fifty percent of all conference cargoes reserved for Brazilian-flag carriers were assured to state-owned general cargo carrier Companhia de Navegacao Lloyd Brasileiro under the previous legislation.
A fuel catalyst, Clean Power, was the recent focus of discussion at the Whitehall Club in New York. Company executives and engineers from 11 shipping companies convened to learn more about the product. The fuel catalyst is currently being used by several Scandinavian ship lines, who are reporting
Attendees at a recent maritime conference have identified the 10 most effective ways that ship operators can save fuel. Most of the approaches involve modification, conversion or installation of thoroughly tested equipment. But the element having the greatest potential for shipboard energy-conservation
councils disputes, CASO would prefer the provision of "mutually acceptable commercial arbitration machinery." The Council of American-Flag Ship Operators (CASO) was organized January 1, 1978, by eight U.S. liner companies who previously had been members of the Liner Council of the American Institute
antifouling paints, starting in January 2003. Confirmation of these dates is expected at the IMO diplomatic conference this October. Although some ship operators have already converted to tin-free antifoul ings, most ship operators are waiting until the ban is confirmed before they decide a policy on
and the requirements concerning emissions into both air and water that continue to grow. With new regulations introduced to reduce such emissions, ship operators must perform expensive retrofits to their fleets, increasing competitive pressure and ship operator running costs.Minimizing operating costs is
One of the world's largest "shipto- ship" operators, Cayman Energy Ltd., reports that since the beginning of its operations in August in the Cayman Islands, they are now averaging 4 million barrels per month of crude oil transfers and expect this amount to increase substantially in the next few
ballast water at sea, control of sediment uptake, and discharge of ballast water to reception facilities ashore. The Coast Guard is urging ship operators to adopt these guidelines in order to decrease the further introduction of cholera and pathogens in U.S. waters. Ship operators should obtain
, and maintenance support services to the U.S. Navy. The company is now offering the full range of its services to commercial as well as military ship operators. This includes machinery diagnostics, machinery condition assessments, spare parts control, overhaul planning, computer applications, training
were implemented to assist U.S.-flag operators' competitiveness. Secretary Card noted the program of contingency retainer payments to ship operators was needed because the other initiatives and reforms could not overcome the advantages of operating ships under foreign flags. Lower foreign
International (Courtaulds Coatings Holdings Ltd.), a leading supplier of marine coatings, is now offering ship operators a range of specialist coatings which can significantly reduce the need for shipboard maintenance in cargo holds and on all decks. International's hold coatings range comprises
specialist knowledge and technologies. Since becoming actively involved in marine corrosion control, Corroless has noticed an increasing number of ship operators wanting to apply Corroless products at sea as part of a planned maintenance program, utilizing crew labor. To meet this requirement from ship
. . . . . . . . . . . . . . . . . . . . . .www.clickbond.com/MR21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(775) 885-8000 41 . . . . .CMA Shipping 2024 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.cmashippingevent.com . . . . . . . . . . . . . . . . . . . . . . . .
MARKETPLACE Professional www.MaritimeProfessional.com GILBERT ASSOCIATES, INC.GILBERT ASSOCIATES, INC. Naval Architects and Marine Engineers SHIP DESIGN & ENGINEERING SERVICES )NNOVATION
primary ob- straight that was 1-meter out-of-center jective of this system is to advance line with full class approval. Heavy the use of zero-emission ships in the Emission Monitors equipment with a tiny straightening tol- maritime sector, effectively eliminating Green Instruments A/S and Danish erance
2022, the Coast Guard cast workforce needs for certain ves- and retain the personnel necessary to had not used its workforce determina- sel types (cruise ships) but not others conduct its diverse array of mission re- tion process to assess 55 percent of its (freight vessels). The Coast Guard also quirements
Images Seaspan Corporation/Foreship With plans to have a full-scale test engine running on am- age it'll be similar to LNG.” Looking at the engine makers and monia in early 2024, the company said it expects to hold its de- their progress, Brindley is diplomatic in saying that there is no livery timeline
15,000 TEU AMMONIA CONTAINERSHIP 000 TEU Containership the problematic area of adding carbon like you have with other alternative fu- “Safety has been at the els. When you start to add components center of the design, and into that, carbon is one of the most dif- it will continue to be so ? cult ones
TECH FEATURE Ammonia and the 15,00 A project initiated by Seaspan Corporation and the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping (MMMCZCS) has set out to develop a design for a large 15,000-TEU ammonia-fueled container vessel. Image Seaspan Corporation/Foreship By Greg Trauthwein orking with
, at Yaskawa Environmental Energy / The Switch The Switch’s shaft generators start from <1MW and range up to 12MW+. Source: Wärtsilä Source: Aasen Shipping Source: The Switch www.marinelink.com 37 MR #2 (34-44).indd 37 2/6/2024 8:51:30 A
generators start from <1MW and range up Source: Kongsberg Maritime to 12MW+, although the biggest existing projects are around 5MW for large container ships. In a typical LNG carrier or oth- Secondary PTI/ er bulk carriers, permanent magnet technology improves ef- PTO with clutch ? ciency by 2-4% compared
PTI/PTO 30 years ago shaft generators with PTI capability kept container ships sailing at top speed. That purpose gone, PTI/PTO is making a new comeback in more cargo shipping segments, this time for reducing emissions. By Wendy Laursen etro? tting a shaft generator is not an insigni? - the ef? ciency
tube-less 3KRWRE\3HWW\2?FHUUG&ODVV-XVWLQ6FKRHQEHUJHU 8VHRIUHOHDVHG861DY\LPDJHU\GRHVQRWFRQVWLWXWHSURGXFWRURUJDQL]DWLRQDOHQGRUVHPHQWRIDQ\NLQGE\WKH861DY\ ship concept. The design replaces a vessel’s stern tube with an irregular shaped chamber that allows a shorter, water-lubricat- ed propeller shaft to be
Bearings welcomed the publication of Gard’s data. “Let’s 2023 guidance suggested the use of double-sloped aft bear- A Thordon Bearings stern tube- less ship concept. Photo Courtesy Thordon Bearings 32 Maritime Reporter & Engineering News • February 2024 MR #2 (18-33).indd 32 2/6/2024 9:22:48 A
recommends that EAL viscos- in 2020, to 118 in 2021 and 87 in 2022 – a noteworthy decline. ity should be increased one grade up from the design speci? - Ship repairs are the day-to-day concern of UK-based Ma- cations of the installation. rine and Industrial Transmissions, and the company’s engi- “Our recommendatio
AMERICAN ROLL-ON ROLL-OFF CARRIER (ARC) operate a US ? ag ship just for the MSP customer through that global network. As an example of “clarity and con- stipend. It’s a cargo driven industry, and We are certainly a unique business unit sistency,” Ebeling points ? rst to “the those cargoes help to
partici- were transported to the region, either government tens of billions of dollars pants’ global intermodal transportation on U.S.-? ag commercial ships or US. to try to replicate that … if they could network of terminals, facilities, logistic government owned and or controlled replicate that. And
, it’s cargo – those preference cargoes – that’s the key incentive for US ? ag operators in international trade. Nobody’s going to operate a US ? ag ship just for the MSP stipend. It’s a cargo driven industry, and those cargoes help to offset the foreign ? ag cost differential.” Eric P. Ebeling, President
COVER FEATURE ARC KEEPING THE CARGO ROLLING With a ? eet of nine U.S.-? ag RoRo ships, American Roll-On Roll-Off Carrier Group (ARC), is the U.S.’ premier commercial RoRo carrier of U.S. government and military cargo. As the world becomes an increasingly contentious place, Eric P. Ebeling, President
boat sectors, including dredging, river decided to go back to school and get my MBA from Gannon tugs, harbor tugs, ATBs, ferries, and medium-size cruise ships. University here in Erie. Leveraging that growth opportunity, I moved into Wabtec’s Engine Platforms Team, leading key Can you give us a bit more
underlying newbuilds, according to ? gures from DNV, and Clarksons esti- fuel storage are evolving, additional scrutiny can be expected. mates that 1,200 ships could be powered by methanol by 2030. “Due to the regulatory status of low ? ash point fuels all Lilp says the most frequently asked question SRC
fuel en- sions with a well-known ferry operator, while we’ve been gine to run on methanol is feasible, the fuel storage issue may approached by cargo ship operators, offshore support vessel restrict a ship to short voyages or demand more frequent bun- owners, tug companies, shipyards in Europe and Asia, and
Cruise ships can be cleaned during normal passenger transfer port calls. Cleanings and cargo operations can occur simul- taneously. How is this possible? The EverClean robots are small and require only a single cargo van on the pier. Multiple robots can be deployed simultaneously. Precision navigation
the panels are subjected to up to a thousand brush environmental concerns. As complex as this balancing act passes, greatly exceeding the cleaning load a ship would ever expect to experience. The coating is then studied to determine Greensea IQ van used if any scratching or other mechanical damage has occurred
motion, strikes, riots, and looting, is a new top ? ve risk for the marine and shipping industry this year at 23%. Businesses and their supply chains face considerable geo- political risks with war in Ukraine, con? ict in the Middle East, and ongoing tensions around the world. Political risk in 2023
, brokers and insurance experts. The closely inter- Natural Catastrophes linked peril of Business Interruption ranks second while Natu- For Marine and Shipping risk professionals, Natural Catas- ral Catastrophes rose from sixth to third place this year. trophes, which includes storm, ? ood, earthquake