In their first jointly organised conference, the Portfolio Management (PfM) SIG and Benefits Management (BM) SIG hosted around 80 people at the ETC in Hatton Garden, London on 6th March for a packed agenda of speakers, workshops and other interactive sessions.
In their first jointly organised conference, the Portfolio Management (PfM) SIG and Benefits Management (BM) SIG hosted around 80 people at the ETC in Hatton Garden, London on 6th March for a packed agenda of speakers, workshops and other interactive sessions.
Samskip is a globally active transportation company offering services by land, sea, rail, and air. It has over 1,200 employees and operates out of 55 offices in 23 countries. Samskip provides multimodal transportation solutions utilizing short sea shipping, rail, road, and barge to reliably and sustainably transport goods across its network in Europe, North and South America, and Asia. Key services include temperature controlled transport, international forwarding, and storage.
Samskip is a globally active transportation company offering services by land, sea, rail, and air. It has over 1,200 employees and operates out of 55 offices in 23 countries. Samskip provides multimodal transportation solutions utilizing short sea shipping, rail, road, and barge to reliably and sustainably transport goods across its network in Europe, North and South America, and Asia. Key services include temperature controlled transport, international forwarding, and storage.
Baker Hughes is a leading supplier of oilfield services and technology. The document discusses Baker Hughes' operations in Norway, including its revenue, employees, facilities, and supply chain logistics. It notes that Baker Hughes is testing the use of sea transport between its Stavanger and northern Norway locations to reduce the number of trucks needed and improve sustainability, as the activity in the northern regions is increasing. Key considerations for using sea transport include reliability, flexibility, price, and environmental impact.
- Europe is short on diesel fuel and a net importer, with demand expected to grow strongly. Refineries are struggling and some have closed.
- The switch to low-sulfur diesel for ships in Emission Control Areas will increase tightness in the distillate markets and likely lead to higher prices, though the impact will be less in North America which exports distillates.
- Availability of very low sulfur marine gasoil is currently good in Northern Europe and the Mediterranean is expected to have sufficient supplies, though the Nordic countries could see tighter markets depending on refinery production.
1) The document discusses installing an exhaust gas cleaning system called a scrubber on the pilot vessel MV Tarago to comply with sulphur regulations. It will cost $10 million to install and could save $7 million per year in ECA areas by allowing the vessel to continue using cheaper high-sulphur fuel.
2) Key points examined in the pre-study included loss of cargo space, weight and stability impacts, retrofit challenges, power consumption, fresh water usage, and operational impacts. Extensive piping and cabling would be required.
3) Installation of the large scrubber unit, weighing 45 tons, is underway on the vessel. Third-party testing and verification will begin
This document discusses methanol as a potential future fuel for shipping to meet new sulfur regulations. It presents four options for compliance, including running on low-sulfur fuel, using liquefied natural gas (LNG) or methanol, or installing exhaust scrubbers. Methanol is highlighted as an easier-to-handle alternative to LNG that could be produced from various feedstocks. The document summarizes tests conducted on the Stena Scanrail ship converting its auxiliary engines to run on methanol and outlines Stena's plans to gradually convert more of its short-sea fleet to methanol by 2025 to reduce emissions and fuel costs.
Sulphur Emission Control Areas (SECAs) are sea areas where stricter requirements exist for the sulphur content of bunker fuel used by ships. SECAs are defined in MARPOL Annex VI and currently include the North Sea, Baltic Sea, and areas within 24 miles of the California coast. The document discusses the sulphur limits that apply in SECAs according to MARPOL Annex VI, including a limit of 1% until 2014, 0.1% beginning in 2015, as well as the global cap outside of SECAs of 3.5% until 2020 and 0.5% beginning in 2020. It also notes that the EU Sulphur Directive is aligned with
This document is a feasibility study by Det Norske Veritas (DNV) assessing options for a shipping company to comply with stricter emission regulations in Emission Control Areas (ECAs). DNV evaluated converting the main engines of a case ship to run on liquefied natural gas (LNG), installing a scrubber system, or switching to low-sulfur fuel. Conversion to dual-fuel engines and installing LNG tanks was estimated to cost $6.5-8.3 million. Charts show the cumulative costs over time of each compliance option if the case ship spent 55% or 100% of its time operating in ECAs. LNG appears cost competitive compared to fuel switching or a
This document summarizes a presentation by Clean Marine AS on their exhaust gas cleaning system. Some key points:
- Clean Marine AS is a pioneering company in exhaust gas cleaning systems (EGCS) with over 20 employees and USD 20 million invested in development.
- They have a proven EGCS technology and a contract to install systems on two Samsung/AET shuttle tankers delivering in late 2014 and early 2015.
- With new sulfur regulations coming into effect from 2015, EGCS presents a viable option for vessels to continue using less expensive high-sulfur fuel and avoid costly low-sulfur fuel.
This document summarizes Rolls-Royce's presentation on LNG propulsion systems for short-sea shipping vessels. It discusses the benefits of LNG in reducing emissions compared to diesel, examples of new-build and conversion projects using LNG, and key considerations for conversions including feasibility studies, engine choices, fuel tank options, and estimated costs ranging from $40-65 million depending on the scope of work. A case study of converting the container vessel Pachuca to LNG propulsion is provided as an example.
4. 14
Skipninger via Xdock Amsterdam til Bergen June
2012
I dag:
Kostnader: 7,3 Mill NOK
Volum: 3.241 tonn
Ledetid: 2,4 dager
Short Sea Skipning:
Kostnader: 3,9 Mill NOK
4 2012 – Global Physical Logistics
Title of Presentation
5. 14
Skipninger via Xdock Jessheim til Bergen June
2012
I dag:
Kostnader: 5,5 Mill NOK
Volum: 3.8 Tonn
Ledetid: 2 Dager
Short Sea Skipning:
Kostnader: 1,2 Mill NOK
5 2012 – Global Physical Logistics
Title of Presentation
6. 14
Skipninger via Xdock Jessheim til Ålesund June
2012
Current:
• Kostnader: 3,3 Mill
NOK
• Volum: 795 Tonn
• Ledetid: 4,1 Dager
Short Sea skipning:
• Kostnader: 1,6 Mill
NOK
6 2012 – Global Physical Logistics
Title of Presentation
7. 14
Skipninger fra Bergen til Ålesund June
2012
I dag:
Kostnader: 1,0 Mill NOK
Volum: 3.498 Tonn
Ledetider: 2,4 Dager
Short Sea skipning:
Kostnader: 1,2 Mill NOK
7 2012 – Global Physical Logistics
Title of Presentation
8. 14
Skipninger fra Ålesund til Bergen June
2012
Idag:
Kostnader: 2,5 Mill NOK
Volum: 1.315 Tonn
Ledetider: 1,5 Dager
Short Sea Skipning:
Kostnader: 487 000 NOK
8 2012 – Global Physical Logistics
Title of Presentation
9. 14
Fordeler med short sea shipping June
2012
Pålitelig transportløsning
AMS-BGO fergen er veldig pålitelig også på vinterstid (ingen fjell å
krysse)
Frekvens med avganger to ganger per uke tillater at en kan
planlegge flere forsyniunger per uke
Reduksjon av CO2 fotavtrykk
LNG ferger
Reduksjon av utenlandske biler som ikke kjenner
Norske forhold
Reduksjon av flaskehalsen som er i området Oslo
med sammenknytning til AMS og BGO
Reduksjon av biler som ikke har last tilbake og må
bruke drivstoff og tid på retur
9 2012 – Global Physical Logistics
Title of Presentation
10. 14
Muligheter for RRM: June
2012
Øke volum med Short Sea fra Vest Europa til Norge
Legge til fabrikker i Bergens område
Ålesund klusteret forsynes idag bare med bil fra Oslo
- Materialet må lastes om
- LCL eller LTL løsning må være konkurransedyktig fra AMS til
AES sammenlignet med lastebil dør til dør
Flytte last fra bil til sjø mellom Bergen klusteret og Ålesund
klusteret
RoRo eller kontainer basert frakt
Trade off 1-2 dager Short Sea ledetid vs 1 dag med bil kunne vært
meget gunstig
Identifiser business caset for volum fra Oslo til Ålesund
• Trade off 6+ dager Short Sea ledetid vs 1 dag med bil virker ikke
veldig lovende med dagens kjente løsninger
10 2012 – Global Physical Logistics
Title of Presentation