Salvage stats

ISU RELEASE SALVAGE STATISTICS FOR 2019

Salvage statistics for 2019 reveal a mixed bag of falls in number of services, a gain in gross revenue and Lloyd’s Open Form revenue at a historic low

The statistics are contained in the 2019 International Salvage Union (ISU) annual review where its president Richard Janssen reports work continuing to re-position the industry, recognising the challenges and changes on both the demand and supply side.

Looking at the figures, gross revenue for ISU members in 2019 was US$482m compared to US$409 in 2018 with 216 services, down from 234 in 2018. Lloyd’s Open Form (LOF) contracts reduced to 35 from 55 in 2018 translating to a revenue of US$49m compared with US$104m in 2018. Average income from each LOF in 2019 was US$1.4m representing 10% of the average LOF salved value while SCOPIC revenue at US$17m was the lowest since 2001.

COMPLEX AFFAIRS

Wreck removals are becoming increasingly complex affairs and ‘a major source of income for members of the ISU’ with income increasing from US$208m in 2018 to US$284m in 2019 on the back of 101 services compared to 71 in 2018.

Statistics are collected from all ISU members by a professional third party and do not include revenues of nonISU members. They only cover income received in the relevant year but may include income relating to services provided in previous years resulting in an element of “lag”.

Commenting of the statistics, Mr Janssen said: ‘The 2019 ISU statistics are broadly comparable with the previous year. Gross income has rallied somewhat but the numbers are still well below the levels of several years ago when annual income was typically more than US$700m, driven by large scale wreck removals. It shows the economic pressures on our industry but our members have confidence that they provide critical services for shipowners and insurers - protecting the environment, reducing risk, mitigating loss and keeping trade moving. They are however concerned about the sustainability of their businesses and the model on which their services are historically being compensated.’

The industry’s sustainability is important financially for averting loss of property, also from efforts to mitigate risk to the environment not to mention saving lives, something affecting not only the shipping industry but the broader community in general and the report reminds the reader that in 2019 services were carried out to vessels carrying 2,308,756t of potentially polluting cargo.

Market conditions have led to contraction of the industry, some famous names being lost in the past few years and Mr Janssen speaks of the importance of owners, insurers and wider society having ‘confidence that marine casualties will be safely and cleanly managed by contractors with the right skills, experience, people and equipment.’

COMPROMISED CAPACITY

Reductions in LOF services can perhaps be explained by the increase in ‘real-time’ global communications where stakeholders ashore can negotiate contracts independently to casualty and tug masters who in the past had to act on the spot, LOF providing a simple agreement aimed at protecting both parties when speed of response is important.

Commenting on LOF, ISU legal adviser Rob Wallis said: ‘Lloyd’s and others continue with efforts to promote LOF and dispel “myths” about the contract ... there continues to be concern about the erosion of the principle of “encouragement” in salvage awards and that salvage capacity internationally might be compromised.’

In past times salvage companies stationed dedicated salvage/rescue tugs globally but many have now divested themselves of these expensive assets, relying instead on chartering tugs locally when required. The important assets however are the skills and experience of the people Mr Janssen speaks of. Smit Salvage as just one example is part of the giant Boskalis empire allowing the sharing of manpower and expertise within an organisation operating globally in a similar marine service industry landscape.

Strategically located salvage equipment stockpiles along with the skilled personnel professional salvors provide are also essential for rapid responses where delay can mean the difference between a successful salvage often attracting little media attention and a disaster, guaranteed to have the completely opposite effect. Only the largest players with deep pockets can maintain this scale of operation and while there are many very capable small scale local operators it is the big salvage concerns who have those extra specialist skills for the large complex and environment threatening casualties that will never go away.

Credit: Wikipedia 8 Particular

expertise is needed for the likes of the Wakashio stranding

8 New Diamond

on fi re following explosion off Sri Lanka

Credit: Forbes

German propulsion manufacturer Schottel is to supply rudder propellers featuring its mechanical hybrid system to Uzmar Shipyard for the new Port of Aarhus tug.

Port of Aarhus’ order with Uzmar Shipyard for a Robert Allan Ltd-designed RAmparts 3000 tug was reported previously in MJ and will doubtless be a notable delivery scheduled for summer 2021; the order is of particular note with inclusion of Schottel’s SYDRIVE-M hybrid system.

Two Schottel Rudderpropellers type SRP 430 are specified, each accommodating 2,000kW and providing 65tbp in total and 12.5kn for the vessel via 2.5m diameter fixed-pitch propellers, Schottel stating: ‘As a mechanical hybrid solution without the costly complexity of common hybrid MOTORSHIPTHE

INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

SUBSCRIBE NOW to receive your three month free trial •Instant access to industry news news •Expert opinion •Monthly features •Weekly eNewsletter

TO SIGN UP FOR YOUR THREE MONTH FREE TRIAL visit motorship.com email subscriptions@motorship.com or call +44 1329 825 335 technology, SYDRIVE-M will ensure lower maintenance costs.’

Tug owners currently have a choice of increasingly successful and varied hybrid solutions with varying levels of complexity. Schottel’s ‘mechanical hybrid’ offering is in principle a simple solution whereby the azimuth thrusters are mechanically linked allowing them to be driven together by only one of the main engines resulting in lower

SCHOTTEL HYBRID THRUSTERS FOR AARHUS TUG

8 Schottel’s Sydrive-M hybrid system will feature

in the tug for Port of Aarhus

maintenance costs along with less fuel consumption and lower emissions.

The system has no need for additional electronic components or a gearbox, offering advantages via three main operating modes: light operation or free sailing, full thrust operation and fifi mode.

Thomas Haber Borch, CEO at Port of Aarhus points out the importance of a tug with adequate manoeuvrability to handle the very large vessels using Aarhus, Denmark’s largest container port adding: ‘The yard [Uzmar] lived up to all our minimum requirements, and at the same time they can deliver a tugboat that can sail on one engine as we sail back and forth to the ship to be towed, while we can use both of the ship’s engines during the actual towing.’

In separate news Schottel has announced the introduction of a new medium-sized azimuth thruster covering three power sizes corresponding to common engine power classes: 210 (640kW), 240 (850kw) and 270 (1,000kW). The new M-series thruster is available for all types of vessels including electric or hybrid-driven vessels including tugs, the azimuth modules available for Z-drives, L-drives and ZY hybrid drives suitable for horizontal electric, vertical electric motor combined direct engine plus horizontal electric motor connection. The M-series is also compatible with Schottel’s SYDRIVE system

mentioned above. The Motorship magazine is a vital builders and all who are connected with shipping and the sea.

Informing over

marine professionals

motorship.com

8 The electrically

powered hydrogen cell fuel tug will provide 50tbp

Tokyo Kisen Co Ltd and Tokyo-based e5 Lab Inc have jointly developed a new concept design for an electrically powered, hydrogen fuel cell harbour tug.

Those in the towage industry exploring options for ‘going green’ are faced with an increasing choice of technologies. At the end of the day however, in extreme situations tug masters and ship pilots demand the raw power that traditionally only high-powered directly connected diesel engines provided.

It is an indication of how such technology is advancing that Tokyo Kisen and e5 Lab are now proposing a large-capacity battery, hydrogen-

JAPAN DEVELOPS ELECTRIC JAPA HYDROGEN CELL TUG HYDR

powered harbour tug offering a towing power powered harbou of 50 tons and a service speed of 14 knots from of 50 tons and a two 1,500kW azimuth thrusters. two 1,500kW az Tokyo Kisen and e5 Lab state: “This Toky electric propulsion system will elec ensure sufficient bollard pull and ens continuous cruising time necessary con for harbour tugboats which requires for ha a large-capacity power to function. alarge

Furthermore, CO2 emission is minimised by incorporating a fuel cell.”

The stated main features of the vessel, designated the “e5 Tug” include a reduction in CO2 emissions in all operational phases such as push/pull, transit and standby and an interesting application whereby it can function as a form of emergency power supply source from ship to shore in the event of disaster.

The tug’s “fully electrified powertrains” can adopt the most suitable energy sources including lithium-ion battery, hydrogen fuel cell, all-solid-state batteries and LNG generators in accordance with technological progress. Future scalability includes the possibility to achieve zero emissions on a “well-to-propeller” basis in combination with renewable energy.

The project to develop the tug will draw on advice from the Japanese Ministry of Land, Infrastructure, Transport and Tourism, ClassNK and others for regulatory compliance. Following the final investment decision, the aim is for the tug to be launched for commercial operations in the ports of Yokohama and Kawasaki in 2022.

Tokyo Kisen provides towing services throughout Tokyo Bay along with pilot boats, transfer boats, water buses, harbour cruise ships and car ferries. e5 Lab Inc supplies solutions based on the electronic and digital elements of shipping with the mission of “sustainable domestic shipping , which is the lifeline of Japan” and its work include a project aimed at completing an electric propulsion tanker designated “EV Tanker” for Asahi Tanker Co Ltd by 2021.

8MAY 20 TO 1

Hamburg Germany

NEW DATES ANNOUNCED!

Join us in May 2021 at the proven meeting place to exchange the latest innovation in transoceanic zero-emission shipping, chaired by Lars Robert Pedersen, Deputy Secretary General, BIMCO, & 5 Alternative fuels in action - Wind Propulsion and and forward looking

Martin Kroeger, Managing Director, German Shipowners’ Association, VDR

Get involved today!

A range of sponsorship packages is available to over 9,000 shipping, equipment, fuels and

100 YEARS

2021

2021 conference topics include:

5 Tomorrow’s Alternative Fuels – Ammonia, Hydrogen and Fuel Cells 5

5 LNG’s evolution 5 Digitalisation - Immediate and coming opportunities

Propulsion stream | Alternative fuels stream | Technical visit Meet and network with 200 CEOs and technical directors from ship owning, operating and visit: propulsionconference.com contact: +44 1329 825335 or email: conferences@propulsionconference.com

#MotorshipPFF

SILVER SPONSOR

For more information on attending, sponsoring or speaking contact the events team:

MOTORSHIP

INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

8 Delfzijl-based Royal Wagenborg has

reported the safe execution of a loaded barge tow within the Netherlands.

Coastal tows are bread-and-butter work for smaller towage companies, so worth considering briefly an example of what is considered routine. Wagenborg’s 60tbp ASD tug Waterstraat recently completed towage of the barge CC Atlantique (Coastal Carriers NV/ Acta Marine BV) from Rotterdam to Eemshaven, loaded with two cable reels for offshore windfarm projects. Wagenborg’s fleet includes four ASD tugs, four barges up to 20,170dwt and the 300t lift floating sheerlegs Triton.

Wagenborg’s fleet includes four ASD tugs, four barges up to 20,170dwt and the 300t lift floating sheerlegs Triton

8 Another often overlooked routine is

re-engining of tugs giving them a new lease recent such projects for Cummins take us to the Netherlands and the US.

Credit: Wagenborg 8 Barge tows are vital bread-and-butter work for

many tug operators

Van Wijngaarden Marine Services’ 21tbp Gouwestroom, built in 1998 by Breejen & Zoon recently received a pair of new Cummins QSK19 main engines providing in total 1,500hp. A similar re-engining for a tug just a year older has taken place in the US where Seattle-based Boyer Towing’s Gretchen H has had its three main engines replaced by

of life, good for often decades more, two

Cummins QSK19 models rated at 750hp each, the refit carried out at Boyer’s own yard.

8 The keel-laying ceremony has been held

for Ports of Auckland’s fully-electric tug, mentioned elsewhere in this column, at Damen’s Song Cam shipyard in Vietnam.

The ceremony was attended by New Zealand’s ambassador to Vietnam Ms Wendy Matthews and Ms Elsbeth Akkerman, the ambassador of the Netherlands to Vietnam with Ports of Auckland representatives joining the ceremony remotely. In keeping with tradition, two New Zealand 20 cent pieces, representing the year 2020 were welded into the tug’s keel, the placing of two coins allowing the obverse and reverse sides to be displayed featuring a portrait of Queen Elizabeth II and a Maori carving of Pukaki, a chief of the Ngãtİ Whakaue iwi tribe.

8 Volunteers with the Daniel Adamson

Preservation Society are planning a return to sailings in 2021 for the preserved tug.

Despite the challenges and disappointments caused by Covid-19 the ‘Danny’ team are planning ‘to break all records next year when the vessel returns to full steam on the River Weaver’. The defiant and committed ambitions of the volunteers will see a variety of general and themed cruises on offer from May through to October, details and booking information can be found at https://www.thedanny.co.uk/

shoxs 5005 jockey seat BIG SEAS. SMALL IMPACT.

Allsalt Shoxs seats feature a patented and revolutionary marinized air shock technology which helps prevent long-term injury and fatigue when traveling on the water.

Photo courtesy of Berthon, Gemini dealer for UK & Ireland

www.allsalt.com | 1.888.637.4697

JUNE 2021 15 17 TO

Southampton United Kingdom

Seawork is open for business – all year

Reserve now for 2021. Make the most of marketing & PR support from Seawork and our leading commercial marine magazines, in print, online, eNews and via social media.

Europe’s leading commercial marine and workboat exhibition.

Show your latest innovations in vessels, equipment and services to over 7,700 maritime professionals. 12,000m2 of exhibition halls featuring 600 exhibitors. . E uropean Commercial Marine Awards (ECMAs) and Innovations Showcase.

For more information visit: seawork.com contact: +44 1329 825 335 or email: info@seawork.com

Co-located with: Also returning in 2021 Speed@Seawork

Media partners:

BOATINGBUSINESS

BOATING BUSINESS & MARINE TRADE NEWS

CANARY ISLANDS TESTING FOR NOVEL WAVE ENERGY DEVICE

The Wave to Energy and Water (W2EW) project consortium has signed an agreement to test an innovative wave energy and water desalination prototype writes Andrew Williams

The main objective of the testing programme - undertaken at the PLOCAN test site in the Canary Islands by a consortium of partners, including Vryhof Anchors, Fiellberg, Energia Mediterranea and Wavepiston, with support from the EU Fast Track to Innovation (FTI) scheme - is the integration of diff erent technologies to ‘fi ll a gap in the wave energy and water desalination market and exploit the combined resource potential in Europe.’

WAVEPISTON WEC

As part of the project, a full-scale prototype of the Wavepiston wave energy converter (WEC) system will be kitted out with technologies from all four partners and tested for 8-12 months in real-life operational conditions at the PLOCAN site. In doing so, the consortium plans to reduce costs by updating component design through several sequential design cycles. It also hopes that the real-world demonstration of a combined solution for zero-emissions electricity and water production will help to build market confidence and make the system more attractive to a wider range of customers.

As Michael Henriksen, CEO at Wavepiston, explains, step is to install a larger pre-commercial system, with

activities will be based on a staged integration and deployment process - with testing carried out at both the component and system level before final system integration and deployment ‘to reduce the risks of malfunctioning and ensure optimal integration.’

“The collection of data for life cycle assessment and qualification [will] offer customers a demonstration of ‘fitness for service,’ which is critical to speeding up the permitting process of new installations and reducing risk profile and insurance costs,” he says.

“The testing programme will also strengthen market and regulatory intelligence,” he adds.

ISOLATED COMMUNITIES

In the sea, the W2EW solution consists of a Wavepiston wave energy converter (WEC) combined with a Vryhof mooring system. It works by converting wave movement into pressurized sea water - which is then fed to a land-based turbine generator for conversion to electricity, as well as a station for the desalination of sea water via reverse osmosis. Due to the intermittency of the wave energy, a flow control system - based on valves controlled by an electrical signal - is used to manage the electricity and/or water production in real-time, to maximize the system performance.

“This management is performed based on information on the consumption and production from other sources, as well as storage capacity,” says Henriksen.

Each full-scale wave energy system has an electricity generating capacity of 150 kW and is capable of producing up to 28,000 m3 of desalinated water per year.

According to Davide Piccioni Co-Founder and Managing Director at Energia Mediterranea, key benefits of the W2EW system include the fact that it achieves electricity production in relation to carbon footprint, uses non-toxic material’ and minimises what he describes as ‘visual pollution.’

“The system is can also regulate power production versus desalination in relation to consumption, increasing the efficiency of the total system. For example, when there is less need for power, but there are still energetic waves, the system can shift to producing more desalinated water and use this for storage in reservoirs, where it is easier and cheaper to store water,” he says.

The consortium plans to install the W2EW system at the PLOCAN test site during the second half of 2021. After testing and demonstration is completed, Henriksen reveals the next and desalination with renewable energy - and is ‘non-intrusive

‘several’ potential locations under consideration.

“The ‘first step’ markets are islands, hotel resorts, and isolated coastal communities. They are highly dependent on expensive diesel generated power and many of these places lack fresh water,” he says.

“The second step is the utility scale market, which could consist of power generation, desalination or a combination. The system could also be an alternative and/or operate in synergy with offshore wind and solar PV,” he adds.

8 Wavepiston wave

energy converter

8 The consortium

plans to install the W2EW system at the PLOCAN test site