Upon delivery, the vessel is scheduled to undergo testing for container loading and stability, before it sets sail to a port and test area in Horten for further preparations for autonomous operation.
“We were tasked with building a vessel prepared for autonomous operation which Yara will further develop until launch. The hull was built by Vard Braila and initially the plans for outfitting and delivery was for Vard Brevik, later transferred to Vard Brattvaag,” Vard said.
“We have been through an exiting process with technological development and have gained a great amount of knowledge about such type of vessels, which we will continue drawing experiences from going forward.
The company claims that this ship-to-ship LNG loading verification test was the first such operation in the world.
Jeju LNG 2 delivered 2,000 metric tons of LNG. The demonstration test and gas trials were completed for Maran Gas’ LNG tanker. Global Star capable of transporting 174,000-cbm of LNG is currently under construction at DSME.
Previously, these operations have been conducted with the LNG tanker moving to either Incheon, Pyeongtaek, or Tongyeong terminals for gas trials. There the vessel’s cargo tanks and equipment would be tested.
However, due to the increase of unloading at these facilities during the winter period the schedules have become tight. This is also because of an increase in LNG carriers’ construction. Furthermore, the vessel has to travel a certain distance from the shipyard to one of the terminals.
As informed, the FMC issued letters to 2M, THE Alliance and Ocean Alliance requiring that certain carrier-specific trade data currently filed with the commission quarterly, must now be submitted on a monthly basis.
A commission’s Bureau of Trade Analysis (BTA) has traditionally relied on a combination of individual vessel operator confidentially provided data and information from commercially available industry data to monitor and analyze container carrier freight rates and service market trends.
However, the BTA has determined that given recent fluctuations in the markets, it needs to receive key trade data directly from alliance carriers on a more frequent basis in order to better position staff economists to timely evaluate changes in the transpacific and transatlantic trades and report findings to the commission.
The new IMO measures addressing greenhouse gas emissions (GHG) have been met with a lot of criticism from the industry as they are likely to slow down the demolition of older, less-efficient ships until they enter into force.
To remind, the 75th session of the IMO’s Marine Environment Protection Committee (MEPC 75) approved, among other things, amendments to MARPOL Annex VI. The amendments are expected to enter into force on January 1, 2023, pending adoption at MEPC 76 in June 2021.