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DFDS takes RoPax delivery

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DFDS takes RoPax delivery. Image: DFDS
DFDS takes RoPax delivery. Image: DFDS
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DFDS had the great pleasure of taking delivery of the first newbuilt passenger vessel contracted by DFDS since SCANDINAVIA was delivered in 1982.

AURA SEAWAYS was built at Guangzhou Shipyard International also known as GSI in Southern China. With 4500 lane meters, she will by far become our largest RoPax ferry in terms of cargo capacity. With a deadweight -the term for cargo/payload, fuel, ballast and stores capacity of around 12750 tons, she can carry almost three times more than SCANDINAVIA.

AURA SEAWAYS fulfils the new design standards of EEDI i.e., Energy Efficiency Design Index, and the CO2 emissions per trailer are more than 20 % lower than on the vessels currently trading on the intended routes Karlshamn-Klaipeda and Kiel-Klaipeda.

Our colleagues have eagerly awaited her in BU Baltic, and we hope she will serve them well.

A great thank you and recognition to the site team and crew who are working hard under difficult conditions in China to prepare the vessel for the voyage to Europe. We wish them fair winds.

DFDS provides ferry and logistics services in Europe and Turkey, generating annual revenues of DKK 17bn. Their 8,000 employees are located on ferries and in offices across 20 countries. DFDS was founded in 1866, is headquartered in Copenhagen, and listed on Nasdaq Copenhagen. DFDS strives for continuous improvement of our customer services and operational efficiency, development of our digital capabilities, and leveraging the strength of our European platform through acquisition.

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Maritime

Marinetrans supports foiling hydrogen boat project to reduce emissions

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Marinetrans supports foiling hydrogen boat project to reduce emissions. Image: Marinetrans
Marinetrans supports foiling hydrogen boat project to reduce emissions. Image: Marinetrans
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International maritime logistics provider Marinetrans is now partner of the foiling hydrogen boat project of Delft Technical University. Together with other maritime companies Marinetrans now supports this diverse team of students to compete with a foiling hydrogen-power boat in the Monaco Energy Boat Challenge, showing the maritime industry practically viable sustainable propulsion solutions.

Steven Forsberg, Managing Director at Marinetrans, says: “The reasons to sponsor the TU Delft Hydro Motion Team are clear. As a marine logistics company we are aware of our own footprint and the environmental impact we make when handling global transport projects for
our customers. Since we formulated our ‘Going Green’ mission, we actively seek to align ourselves with sustainable technologies, projects and suppliers. Innovative propulsion systems and other emission-reducing maritime systems, software or equipment are of key interest to that mission. This project, the technical developments behind it and the vessel itself provide all of that. A great example of what is possible today, especially with real teamwork.”

At Marinetrans, several emission-reduction schemes are currently unfolding, incl. its own CO2 Offset Programme that clients can partake in to counter the environmental effects of their operations and the transports handled by Marinetrans to make them happen.

What is the Hydro Motion Team?

The TU Delft Hydro Motion Team was founded to show the maritime industry a number opportunities to tackle industry-related climate challenges. To this end, a new team of 20+ students is formed every year aiming to push the boundaries of sustainable technology. This
year, the team consists of 23 multidisciplinary students who explore innovative developments in collaboration with industry experts, partners and alumni. Over the course of 17 years the teams built a number of solar-powered vessels (top speed of 55 km/h / 29.7 knots!),
switching to hydrogen propulsion in 2021 and, among other results, delivering the first foiling hydrogen-powered boat in the world!

Design, build, test, race

The ‘Aurora’ is built from scratch and will become a monohull, carbon fibre, zero-emission vessel. The foiling system has been re-designed and to that end as much weight as possible is being saved, which is important for the Monaco Energy Boat Challenge where all teams
compete on Manoeuvrability, Speed and Endurance. All other teams are experienced professionals, making the race and creating their own technology all the more interesting for the student team. They even build their own Lithium battery.

Emma Alblas, responsible for external relations, says: “We want to inspire the maritime industry to move towards sustainable shipping and shipbuilding. For that, we spend one year in designing, building and racing a zero-emission boat, in this case a foiling hydrogen-
powered boat. And of course, we will test it. This year, we’ll spend three months of testing the hydrogen system, the vessel characteristics and of course the foiling system; an interesting period in which our partners are regularly updated and invited to see the technology and progress for themselves. As a team we do this to show the world what is possible and we thank Marinetrans and our other partners for enabling us to make this vessel a reality.”

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Maritime

NYK to build its fifth LPG dual-fuel very large LPG / ammonia carrier

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NYK to build its fifth LPG dual-fuel very large LPG / ammonia carrier. Image: NYK Line
NYK to build its fifth LPG dual-fuel very large LPG / ammonia carrier. Image: NYK Line
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NYK announced the order of its fifth liquefied petroleum gas dual-fuel very large LPG / liquefied ammonia gas carrier from Kawasaki Heavy Industries Ltd. The ship will be built at the KHI Sakaide Works shipyard and is set for delivery in 2026.

This vessel is the seventh in NYK’s fleet of LPG-fueled LPG carriers and the fifth in a new type of vessel that is also capable of carrying ammonia and will be equipped with separate cargo tanks designed to carry LPG and ammonia at the same time to flexibly respond to various trade patterns.

Furthermore, in addition to the LPG dual-fuel engine, the ship will have a shaft generator that can generate electricity during the voyage by using the rotation of the shaft that connects the main engine to the propeller. Since the diesel generator can be stopped during normal seagoing transit, realizing full navigation with LPG fuel will be possible except for the use of a small amount of pilot fuel.

When LPG is used as fuel, exhaust gas from the ordered VLGC will contain at least 95% less sulfur oxide and 20% less CO2 compared to NYK’s conventional VLGCs using heavy-oil fired engines.

This new VLGC will comply not only with the SOx Global Cap regulations* that were tightened from January 2020 but also with the IMO’s Energy Efficiency Design Index Phase 3 regulations, which implemented stricter CO2 emission standards from April 2022.

Moreover, the vessel is expected to be given notations by Nippon Kaiji Kyokai as a VLGC that has a preparatory design in accordance with the guidelines issued by ClassNK so that this vessel may use ammonia fuel in the future.

Vessel Particulars

Length overall: approx. 230 meters
Breadth (moulded): 37.20 meters
Depth (moulded): 21.90 meters
Summer draft (moulded): 11.65 meters
Tank capacity: approx. 86,700 cubic meters

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Maritime

MOL and Mitsui receive AiP for a large ammonia-powered bulk carrier

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MOL and Mitsui receive AiP for a large ammonia-powered bulk carrier. Image: MOL
MOL and Mitsui receive AiP for a large ammonia-powered bulk carrier. Image: MOL
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Mitsui O.S.K. Lines, Ltd. and Mitsui & Co., Ltd. announced that they have received Approval in Principle from the Nippon Kaiji Kyokai for the design of a large ammonia-powered bulk carrier.

MOL and Mitsui jointly determined the size and specifications of the vessel, and both companies entrusted Mitsubishi Shipbuilding Co., Ltd. for design of the vessel. The AiP covers a “210,000 DWT Cape size” bulker, a highly versatile class of ship.

The design calls for a main engine fueled by ammonia, which emits no CO2 when burned, thereby achieving zero CO2 emissions during the voyage. The vessel will also feature two ammonia fuel tanks on deck to maximize the cruising range for various routes and to make the most effective use of cargo space. Furthermore, ClassNK is scheduled to conduct a risk assessment to confirm that no unacceptable risks exist at the basic design stage and to identify items to be considered in the detailed design, which will incorporate safety measures fully taking into account the toxicity of ammonia, and other factors.

Amid the trend toward decarbonization, global interest in ammonia as a next-generation clean energy source is growing, and the maritime industry is accelerating its efforts to strategically utilize it as a fuel. As expectations for ammonia as a marine fuel increase, MOL and Mitsui will promote the expansion of net-zero emission ocean-going vessels and play a role in society’s overall efforts to achieve decarbonization.

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