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.
This document discusses sustainable shortsea shipping, both currently and in the future. It presents a shortsea shipping calculator that calculates emissions door-to-door based on actual routes and ship information. Currently, shortsea shipping results in 40-70% lower CO2 emissions per ton-km compared to trucking. Future improvements aim to cut CO2 emissions in half through ship design upgrades like hull modifications, hybrid technologies, new fuels like LNG and biofuels, as well as optimizing logistics. With support through policies like CO2 taxes and research funding, shortsea shipping's future potential for carbon neutrality is promising.
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.
This document discusses sustainable shortsea shipping, both currently and in the future. It presents a shortsea shipping calculator that calculates emissions door-to-door based on actual routes and ship information. Currently, shortsea shipping results in 40-70% lower CO2 emissions per ton-km compared to trucking. Future improvements aim to cut CO2 emissions in half through ship design upgrades like hull modifications, hybrid technologies, new fuels like LNG and biofuels, as well as optimizing logistics. With support through policies like CO2 taxes and research funding, shortsea shipping's future potential for carbon neutrality is promising.
2. Agenda
• Kort om Marine Harvest
• Dagens ferskvarelogistikk –
lastebilen overlegen ?
• Hvor har vi utfordringene ?
2
3. Fakta som synliggjør størrelse
Marine Harvest i korte trekk
Et av verdens ledende
sjømatselskap
Verdens største produsent
av Atlantisk laks
Fullt integrert verdikjede fra
Produsert Måltider laks
stamfisk til ferdig måltid volum 2011: hver dag:
344 000 tonn 4,2 millioner
Leder utviklingen av vår
næring internasjonalt
Omsetning 2011: Ansatte:
16 milliarder 6 200 i
22 land
3
4. Til stede over hele verden
FÆRØYENE SKOTLAND
6 000 tonn 50 000 tonn
produsert produsert
ISLAND
CANADA NORGE ASIA
34 000 tonn 217 000 tonn
produsert produsert
NEDERLAND
POLEN
IRLAND TJEKKIA
9 000 tonn KINA
produsert JAPAN
USA ITALIA
BELGIA SPANIA FRANKRIKE SØR KOREA
TAIWAN
VAP
EUROPA
64 000 tonn
solgt HONG KONG
SINGAPORE
CHILE
27 000 tonn
produsert
Hovedkontor
Oppdretts- og prosesseringsaktiviteter
Prosessering og foredling
Salg
4
5. Med et unikt næringsinnhold
Lett Høyt innhold Høyt Høyt innhold av
fordøyelige av marint innhold mineraler (jod og selen),
proteiner Omega-3 av A, D taurin og steroler
av høy og B12 (reduserer stress-
kvalitet vitaminer hormonet cortisol)
5
6. Marine Harvest i Norge
208 konsesjoner fra Flekkefjord i sør til
Sørfold i nord
250 000 tonn sløyd vekt
1.200 ansatte
Fire av verdens største sjømatfabrikker
Egen stamfisk – 21 smoltanlegg
Egen logistikkterminal ved Gardermoen
Omsetning
(NOK millioner)
10,000
8,000
6,000
4,000
Sjøanlegg
2,000 Ferskvannsanlegg
Stamfiskanlegg
0 Fabrikk
2007 2008 2009 2010 2011 Kontor
Transportterminal
6
7. Slik lager vi laksen
Yngel – Parr – Smolt
Rogn
Overføring
til sjø
Vekstfase i sjø Foredling
Slakting
7
8. Norge – Fersk laks – Laksefilet
HOG Sløyd laks
Filet Trim A
Trim B
Trim C
Trim D
Trim E
23.08.2012
FMCG – Fast Moving Consumer Goods 8
12. Vareflyt og retningsbalanse
• Motgående vareflyt sterkt
knyttet til konsum
• Import av matvarer konsentrert
om Østlandsregionen
• Dagligvare styrer langt på vei
denne utviklingen
• Vekst i eksportvolum kan åpne
nye muligheter
Kilde SSB
23.08.2012 12
13. Jernbane – Ett frem og to tilbake ?
• Gjennomsnittshatighet må opp – bil er benchmark
• Med mer ekstremvær faller regularitet
• Rolleavklaring i verdikjeden
• Risikostyring og beredskapsplaner
• Systemstøtte
• ” People who cares ”
23.08.2012 13
14. Over på ny kjøl – lengre distanser ?
• Eksisterende rutetilbud har kun marginalt potensiale
• Godsgrunnlag og retningsbalanse er nøkkel for å utvikle sjøtransport
• Fremtidens logistikk knutepunkt må ha infrastruktur for effektiv overføring
bil – båt – bane/bil
• Konkurranseevne er avgjørende for videre utvikling
• Kost
• Ledetid
• Offentlig bidrag til investeringer
• Utvikling kun mulig ved felles innsats
14
15. Oppsummering
• Lastebilen er overlegen så langt
• Ferskvare = ledetid
• Sjøtransport kan bli et fremtidig miljøvennlig alternativ i
konkurranse med jernbane
• Utfordring med konsolidering av sjømatvolum
• MH er og vil være en pådriver og innovatør for nye logistikk
løsninger for et bedre miljø og høyere konsum av sjømat
15
* Vi produserer 24 % av all atlantisk laks i verden* 4.2 millioner middagsporsjoner hver dag, 365 dager i året.
Vi produserer i seks landVi bearbeider i ytterligere seks landVi har salgskontor over hele verdenTil sammen er vi tilstede i 22 land og selger til over 50 land.
Før solgte vi bare hel fiskDet er ikke alle som synes det er så lett å lage middag med helfisk. Lang tid tar det ogsåVi utvikler stadig flere produkter. Her er et utvalg av hva vi lager og selger.Dette øker konsumet av laks, fordi det blir lettere og raskere å lage måltider selv hjemme
Det maksimale antall trailere fra oss vil begrense seg til maks 35 per uke TOTALT fra Ulvan, Eggesbønes og Ryfisk – basert på 3-4 avganger per uke.