Jump to topic:

❯ INTRODUCTION
❯ OCEAN CLEAN-UP
❯ SAIL ASSISTED CARGO SHIP
❯ NEW TECHNOLOGIES
❯ RECYCLING
❯ CRUISE_INDUSTRY

 

---

 

 

ENVIRONMENT: INTRODUCTION

Cleaning up the marine environment

This issue of Caribbean Maritime magazine is highlighting a selection of disparate environmental issues and to coincide with January’s coming into force of the International Maritime Organization’s stringent new sulfur cap on the burning of heavy fuel oil.

Of course, concern for the environment and for our rivers, seas and oceans is much more than just reducing the sulfur content in HFO. Combatting marine pollution takes many forms: reducing solid and liquid waste entering river systems and subsequently the Caribbean Sea, protecting vulnerable coral reefs, improving air quality at ports and the safe disposal of used oil. Caribbean Maritime has chosen more or less at random four key environmental topics that impact on the region or from which it might benefit from in the near future. The four comprise: growing moves towards battery-powered container handling equipment (of which PortMiami, with its main terminal operator, is leading the way), combating river and ocean pollution via an ingenious and cost-effective new method of collection, the less-than-glamorous recycling of ships’ waste and the planned installation of sails to a cargo vessel dedicated to serving the Caribbean with the first such ship soon to be under construction.

 

---

 

 

 

ENVIRONMENT: OCEAN CLEAN-UP
Images courtesy of The Ocean Cleanup

Stop garbage reaching the oceans

Every once in a while, a new product or an invention comes along that’s so clever yet so obvious we all wonder why nobody had thought of it before.

And this is the first reaction of many when they initially set eyes on the Interceptor – an ingenious and comparatively simple concept that’s specifically designed to keep rivers clean and, in turn, to ensure that seas and oceans are garbage free. As a purely river-based system, the Interceptor does not solve all of the ocean’s pollution problems. But it does prevent a large percentage of discarded plastics and other waste materials from reaching the sea and can be coupled with other non-fluvial clean-up systems to improve the wider marine environment.

The Interceptor is the brainchild of Dutch environmental charity The Ocean Cleanup and the device is now being installed in rivers (including in the Caribbean) that suffer from high levels of pollution.

What's the cost?

The first question of any potential customer is how much does an Interceptor cost? So Caribbean Maritime spoke to The Ocean Cleanup’s Eline Weltevreede: “Interceptors in our pilot program cost approximately EUR 700,000 for the construction and the assembly. However, costs from the pilot program are higher than what we would expect once we are in series production. Therefore, Interceptors produced in volume will be much more cost efficient”. 

Given the level of investment required, the installation of an Inceptor is likely to require more than one backer; maybe some sort of consortium or a private/public partnership. The Ocean Cleanup believes it can work like this: “Local partners operate the Interceptors to extract the waste from the river and bring it to the shore. They work together with responsible waste handlers to sort debris and recycle plastic where possible. Operators need support from (local) governments for permits to operate in their rivers. Collection fees from governments and cities help safeguard continuity in waste extraction by the operators”. Eline emphasizes that: “Funders, sponsors, and investors make river clean-ups possible and accelerate the deployment of Interceptors.”

Projects

In any case and at the present time, The Ocean Cleanup is not actually selling the Interceptor but is instead creating “projects”. Says Eline: “Each project is contingent upon many factors, such as signed contracts, operators in place, agreeable infrastructure for waste management, Customs approval, etc. That said, we are currently ramping up to series production, so the first ones will take longer than those delivered once we’re in full production mode.”

Once agreed, then there is the physical installation of an Interceptor on site. Says Eline: “Working together with manufacturers, each interceptor will be assembled on location by a local team, with guidance and support of The Ocean Cleanup. The Inceptor’s components are containerized for shipping convenience and ease of transport to its designated location”.

Interceptors are placed in the river only after consultation with relevant public bodies and stakeholders, while considering all applicable rules and regulations. The actual placement in the river is on a case-by-case basis, based on flow-velocity, the width of the river, presence of a plastic “hotline” or not, traffic, proximity to a delta, etc. With the use of our river plastic monitoring technology and field testing, we can provide guidance to determine the most effective location in rivers for the Interceptor”.

The Ocean Cleanup is still a bit hazy, though, about the Interceptor’s day-to-day operating costs. “It’s contingent upon many things, such as the pollution levels, local infrastructure, etc, explains Eline. “We will train all necessary parties on daily operations of the Interceptors. For example, the pontoon that holds the dumpsters requires offloading. If there is a location nearby that can accept this then it will take a short time and limited resources (personnel and fuel). If a longer boat ride is necessary, this will impact the operational costs. That said we are currently working on a model to estimate the operating costs per river”.

On station

Once on station in the river and when the Interceptor is almost full, it automatically sends a message to the local operator to come and collect the waste. Operators then remove the barge, bring it to the side of the river, empty the dumpsters, send off the debris to local waste management facilities, and return the barge to the Interceptor.

What aboout dangers to navigation? Eline explains: “As mentioned, Interceptors are placed in the river only after consultation with relevant public bodies and stakeholders, while considering all applicable rules and regulations. That said, the barrier of the Interceptor does not have to span the entire width of the river – because we can identify the natural plastic accumulation paths in a river, or “hotlines”, we can place the Interceptor in a location that prevents the majority of plastic flowing through the river while still allowing vessels to pass by. If this "hotline" is not present, we can create an artificial one using a second barrier upstream”.

And the first Inceptor will soon be fully operational in the Caribbean. Four Interceptors have been built to-date; two systems are already fully operational in Jakarta and Klang (Malaysia). A third system is in Vietnam and being installed in Can Tho in the Mekong Delta, while the fourth is actually destined to be deployed on Santo Domingo’s Ozama River. And as many Santo Domingo residents will no doubt testify, the Interceptor’s installation is long overdue.

 

Rotterdam

Founded in 2013, by Dutch inventor Boyan Slat, The Ocean Cleanup is a Rotterdam-based charity with a staff of over 80 comprising engineers, researchers, scientists, and computational modelers working daily to rid the world's oceans of plastic.

 

Cost-effective

According to a study conducted in collaboration with Deloitte, yearly economic costs due to marine plastic are estimated to be between US$ 6-19bn. The costs stem from its impact on tourism, fisheries, aquaculture, and (governmental) clean-ups. These costs do not include the impact on human health and the marine ecosystem. This means that intercepting plastic in rivers is much more cost-effective than dealing with the consequences downstream.

 

---

 

 

 

ENVIRONMENT: SAIL ASSISTED CARGO SHIP
Images courtesy of Zephyr & Borée / Jifmar 

Sail power gets a rocket

Sail technology has had many hesitant starts over the years with its many proponents never quite transferring design ideas to the every-day practical.

Who remembers the sail-assisted 1980-built Japanese tanker Shin Aitoku Maru with its 200 square meters of canvas and which was once heralded as the future in terms of harnessing the wind and reducing fuel costs? Very few and this seemingly bold experiment in vessel propulsion apparently came to nothing.

Then there was Jacques Cousteau’s backing for the moulin à vent, turbosail, concept. A kind of cylinder-shaped sail developed in the 1980s that was sure to bring the technology into the 21st century. Sadly, over 30 years later it remains little more than a concept.

By contrast, we have since had various successful sail-assisted cruise vessels such as those operated by Windstar, Star Clippers, Club Med and others. Each one elegant in its own way. But it’s fair to say that while the sails fitted to these vessels may indeed cut fuel consumption, they are far more aesthetic than practical. And there is, of course, no cargo handling to worry about.

So even if sail technology is considered the masts create a major and largely insurmountable problem for many types of vessels and are probably better suited for liquid bulk carriers as the Shin Aitoku Maru was designed to demonstrate.

Prospect

Recent projects such as the windsail technology of Spanish company Bound For Blue (see issue 35 of CM) show sailing towards a sustainable future is possible and the Caribbean will soon be served on a regular basis by a sail-assisted vessel.

Behind the unique concept is maritime company Alizés, a joint venture between French firm Jifmar Offshore Services and Nantes-based Zéphyr & Borée. Alizé has just won a tender from aerospace giants ArianeGroup to provide maritime transport services between Europe and Kourou in French Guiana (Guyane). Kourou, 60km from Cayenne, is the location of the European Space Agency’s (ESA).

Alizés secured the tender by submitting its design for a sail-assisted vessel. Developed in partnership with naval architects VPLP Design, this hybrid ship measures 121 meters in length and will be named Canopée.

Following the contract signing, Alizés is soon to commence construction of the vessel which is specially designed to transport the Ariane 6 – the latest launcher from ArianeGroup and which is being built in Europe for the ESA. The first test flight of Ariane 6 is set for some time later this year.

The vessel will be equipped with four wing-sails which cut, it’s claimed, fuel consumption by around 30 per cent. The wing-sails, measuring in total 1,450 m2, will mean a reduction of up to 7,200 tons of CO2 a year and compared to a ship of the same size fitted with standard propulsion. Additionally, there will be a reduction of other emissions (fine particles, sulfur oxide etc.) and thanks to the ship’s diesel/LNG engine.

Concerns

Jifmar says that in view of current environmental concerns, it is urgent to push forward this future model of the maritime transport. “We are proud to be part of this first sail cargo ship”, says Jean-Michel Berud, President of Jifmar Offshore Services.

“For five years we have worked on the development of sea transport with modern sails, it has become clear that wind energy constitutes the future of shipping. We are looking forward to this engagement from ArianeGroup and developing this first sail cargo ship, adds Nils Joyeux, resident of Zéphyr & Borée.

A contract with a shipyard is expected to be placed sometime in early 2020.And the first voyage between several European ports: Bremen, Rotterdam, Le Havre, and Bordeaux and the port of Pariacabo, located close to Kourou, is scheduled for 2022. Let’s hope that maritime history will be kinder to the Canopée than it seems to have been to the Shin Aitoku Maru. 

 

---

 

 

 

ENVIRONMENT: NEW TECHNOLOGIES

By Stephen Metzger PhD, Principal, International Competitive Assessments; Adjunct Professor of Economics, Fordham University.

Images courtesy of Kalmar

The Impact of new technologies on Caribbean Ports

The cluster of islands to the east and south of the United States mainland, known generically as the West Indies, lie in the path of maritime transport between the Panama Canal and the eastern and Gulf ports of the United States, and the virtually countless destinations of transatlantic trade. While this geographic position would appear to present a significant opportunity, much is required to bring regional ports to the level of becoming a major maritime center.

Edmund Bartlett, Jamaica’s Minister of Tourism put his finger on a key factor in the future development of not only tourism but commercial port build-outs, as well. “The key,” he said in a recent statement, “is infrastructure.” Port Authority of Jamaica is on the same track specifically for the commercial maritime segment.

PAJ’s President and CEO, Professor Gordon Shirley, stated in 2018 at a conference of stakeholders, “In recent times, the Jamaican port community has been undergoing numerous changes focused on processes and ICT with Asycuda World, as well as the PCS. In addition, there have been infrastructural upgrades, such as the recent completion of the dredging of the Kingston harbor and the massive capital investments being undertaken by Kingston Freeport Terminal (KFTL) and Kingston Wharves (KWL). These projects are complementary and are geared towards positioning Jamaica to compete globally among the leading logistics countries.”

While the above statements essentially refer to Jamaica, these types of infrastructural projects, plans, and aspirations apply to the Caribbean community of nations as a whole. So, the question is, what sort of infrastructure is strategically and competitively important?

The need for masterplanning: The key to meeting all requirements

The answer to this latter question is complex, indeed. Forward thinking on many fronts – a real interdisciplinary effort, involving both public and private entities – is clearly required. A recently published white paper by the British Ports Association, addressing the long-term needs for port development in the UK, points out the three advantages of a master plan; i.e., masterplanning:

• Promotes longer-term strategic thinking, identifying opportunities and threats;
• Can help determine optimal use and configuration of available land;
• Has the potential to help align the ports interests with those of stakeholders.

With regard to the last consideration, the list of stakeholders is quite lengthy, ranging from international organizations, such as the IMO, to shipping and port associations, to national interests, burrowing down to local neighborhood organizations and local political constituencies.

The convergence of Infrastructure needs and technology

Kitack Lim, Secretary General of the International Maritime Organization, in an article published May 2018 in Maritime Reporter stated, “Advancements in technologies such as robotics, automation and big data will usher structural changes and fully autonomous ports and unmanned are already a reality,…” These types of changes are on top of, and in the context of, the IMO’s 2020 0.5% sulfur regulations.

While there is continuing concern about the supplies and cost of low sulphur fuels, as it impacts shipping, the drive to limit, or completely do away with hydrocarbon-based pollutants will certainly affect maritime ports and their infrastructure, as well. Thus, the option of electrification with regard to ports and their equipment is now being widely considered and acted upon, both from the standpoint of regulation and commercial viability. As the Caribbean region builds out its TEU capacity, as much attention needs to be given going forward to the technology involved in the build-out as to the extent of the build-out itself.

Lithium power: the game-changer

The game-changer has been large-format lithium batteries, and their declining costs. Adam Smith over 240 years ago, in his magisterial work, An Inquiry into the Nature and Causes of the Wealth of Nations, enunciated the fundamental principal of gains in productivity: “The division of labor is limited by the extent of the market.” In other words, the greater the market, the more room for specialization (division) of labor and the development of otherwise costly new technology.

Lithium battery costs, which had been prohibitive in small volumes, are now substantially less, largely the result of growth and promise of future growth in the automotive field. As the extent of this market grew, and will grow exponentially, the basis for on-going research in lithium power us now put in place. And, as a result, many other industries, fundamentally different from the market segments which initially instigated technological and financial feasibility, have benefitted – and maritime is certainly one of those beneficiaries.

Breakthroughs in lithium power applications are in evidence in port technology adaptations

Based on lithium power, systems port applications involving electrification are finding an expanding market. The table below cites just some of the projects and key players that are participating around the world. One of the key factors emphasized in the various project descriptions and solutions is the scalability of the new equipment, much of which, if not most, is custom-made to specific terminal requirements.

In addition, it is important to note that older equipment can be upgraded to greater capacities, converted to electric power, and automated for greater efficiencies. Several maritime equipment companies, such as Liebherr, have developed significant market segments in this area.

Modern port facility with automated, electric-powered stacking cranes. Kalmar, headquartered in Helsinki, put together a compelling white paper on the benefits of electrification, entitled, Considerations of electric powered horizontal transportation at container terminals, which analyzes the impact of lithium power as it affects a wide range of zero-emissions terminal equipment. Aside from the benefits of lithium-based batteries with regard to weight, power density, and run time, they can also be charged rapidly, thus minimizing equipment down time. Kalmar offers its 600 kW DC FastCharge™ solution, which according to Kalmar, delivers a typical charging time in operation of 30 to 180 seconds.

In upgrading their port operations, Caribbean-based terminal operators have numerous examples of electrification and automation options which can be studied in actual operation, thereby affording exact measurement of potential efficiency gains. A few of the significant projects are cited below.

Examples of Electric-Powered Port Equipment, Companies, and Sites

Source: Compilation by the Stephen Metzger.

Avoiding the barriers to progress and adaptation

We celebrate diversity today as a positive cultural attribute, and if there is any place on the globe where this characteristic is more apparent, it is in the Caribbean. The Caribbean has been the crossroads of racial, ethnic, political, and historical diversity. At the same time, this diversity can be a hindrance with entrenched interests and attitudes, sometimes resulting in barriers to progress.

While there is CARICOM, the formal institution in which the various Caribbean nations are members, some would say that in realm of economic development, particularly the tourist trade and commercial port services the countries have been less than collaborative. You do not have in the Caribbean the guiding vision of a Lee Kuan Yew and his successors that were able to bring Singapore out of the colonial shadows and civil disorder to the economic giant the island is today, boasting the world’s second largest container port in terms of TEU throughput.

It is likely that joint planning, port development, and possibly revenue-sharing among the island nations will be required to achieve the stature of a world class, regional logistical hub. Such a concept would assure more efficient interconnectivity among the islands, optimizing capacity utilization, and introducing the latest technology.

Port development means economic development

Beyond port modernization and the upgrade of throughput efficiencies is the impact of port development on economic development of a country. Where maritime ports thrive, economies, as a whole, thrive. In other words, port development and economic development go hand-in-hand.
In a simple test of this hypothesis, the following scatter diagram aligns TEU throughput with gross domestic product (GDP) for 19 selected countries, most of which are island nations. The measurements are put on a per worker basis, to accommodate differences in sheer TEU volume and country size. TEUs, of course, measure port size, while GDP is a measure of economic development. (GDP is measured in real, purchasing power parity terms – data from the Penn World Tables.)

Comparison of TEUs / Worker vs. GDP/Worker

Source: World Bank; Penn World Tables, ver. 9.1; author’s analysis

The correlation coefficient, reflecting the level of connection between the variables, is 0.76, a clear sign that port development and economic development are significantly linked. The trend line indicates an average of port development compared to economic development. Above the trend The line, from left to right is Jamaica (lower left part of the graph), The Bahamas, Curaçao, Hong Kong, and Singapore. Below trend but with significant economic development in terms of GDP/worker are Trinidad & Tobago (79,100, 0.621) and Panama (47,253, 0.363).Elimination of these two “outliers” from the sample would make the correlation even stronger. The cluster of countries in the lower left of the chart are small Caribbean islands.

A clear message for Caribbean countries

The two important takeaways emerge for CARICOM countries from the preceding data and research:

• Port modernization and upgrade, especially through zero-emission technology, is critical, both for maintaining competitive efficiency and to meet increasing regulatory restrictions;
• Investment in port automation and electrification is a necessary adjunct to general economic development. Investment in new port processing systems and technologies throughout the Caribbean, hopefully based on a region-wide masterplan, is not only profitable from the private sector point of view, but is a critical underpinning to a nation’s economic welfare.

 

PortMiami

PortMiami has taken the lead and has welcomed the arrival of new electric equipment replacing diesel units. The equipment comprises six Kalmar Zero Emission Rubber-tired Gantry cranes (RTGs) to South Florida Container Terminal, LLC (SFCT). SFCT is a joint venture between APM Terminals (49%) and Terminal Link (51%).

 

---

 

 

 

ENVIRONMENT: RECYCLING

By Kyle Tofte Mullane

Safe disposal and recycling

As focus shifts toward reductions in greenhouse gas emissions, the clean-up and safe disposal and recycling of the residual source of these emissions is ongoing.

So Caribbean Maritime has asked one of the region’s largest recyclers, RYCO-Jamaica to highlight some of the often-unsung work the company undertakes in maintaining a less-polluted environment.

RYCO-Jamaica (RYCO-JA), the island’s largest recycler, has been at the forefront of many of the island’s environmental initiatives. A fourth-generation, family-owned, business founded in 1936, The Recycling Corporation of Jamaica services the maritime, hospitality and industrial sectors with the collection and processing of waste by-products. Operating in Jamaica since 1996, the company has played a pivotal role in creating an environmental standard for liquid waste management on the island.

Collection

With long-standing roots in the North American Rendering Association (NARA), the collection of used cooking oil from hotels and by-products from local broiler companies complement the company’s current port services. With over 2,000 satisfied disposals, RYCO-JA is a reception facility for all ports in Jamaica with the collection of ship-generated MARPOL Annex 1. Regulations developed by the International Maritime Organization (IMO) have created a guideline to a global standard of disposal by vessels; the most important is the International Convention for the Prevention of Pollution from Ships, also known as MARPOL 73/78. Enacted in 1983, the objective of this convention is to preserve the marine environment by eliminating pollution by oil and other harmful substances.

With the expansion of Jamaica as a Caribbean logistics hub, MARPOL disposal services have contributed to vessels utilizing the Port of Kingston as a resource for managing ship-generated waste. Accredited with an established service rapport among customers, RYCO-JA looks to expanding awareness of its service in the Caribbean region.

As 90% of the world’s trade is transported on 70% of its surface by the international shipping community, RYCO-JA has provided a sustainable outlet for these renewable resources. As a result, the recycling of these products creates sustainable energy commodities that support local economies and lessen local imported demand; handling otherwise would be a detriment to marine and onshore environments.

Identified

Since 2013, regional deficiencies identified by MARPOL have decreased by over 75% as noted by the Caribbean MOU on Port State Control. With the availability of current services, vessels can coordinate disposals without creating any undue delays or incurring cost-prohibitive fees. Unfortunately, the illegal overboard dumping of contaminated oil waste still occurs around the world.

Ultimately the cooperation of major shipping lines, maritime regulators, and end-users have created a service supply chain that has led to higher-level protection of the Caribbean Sea.

From across the Atlantic, companies such as Top Glory Marine Services have created a much-needed connection between shipowners, charters and service providers. They are the first platform provider for ship's waste management worldwide. “We are acting as a broker for waste management services worldwide and pay attention to the sustainability of the companies with which we cooperate,” states Catherine Prikker, head of business development/operations. By employing the service needs of the vessels, coordinating MARPOL waste disposal on a global scale is currently underway.

To handle the continuous demand of the maritime and hospitality sectors, RYCO-JA uses techniques and processes that have been proven over the past 80 years. By utilizing recycled products for its energy production, the company remains competitive through fluctuating markets. This allows for daily quality control measures to ensure the consistency of products from various sources.

Removal

Industry-wide, 2020 fuel compliance has created the need for innovation as lowering greenhouse gas emissions is the top agenda. With proven removal of Primary Air Pollutants by exhaust scrubbers using HFO, an estimated 3,500 units are expected to be installed worldwide by December 2020 according to SP Global Platts. Benefits include the removal of particulate matter and sulfur oxides while producing lower CO2 emissions than vessels using LNG as fuel.

With Jamaica and the Caribbean’s commitment to meeting international environmental targets, it will take effort by all to create the real changes necessary for improvement. If renewable forms of waste resources continue to be produced, then RYCO-JA will be playing a crucial role in taking recycled products to their final form.

 

  

---

 

 

 

ENVIRONMENT: CRUISE INDUSTRY

Grand Cayman: Battle lines harden

Much has already been written (both for and against) about the proposed building of Grand Cayman’s new US$ 240 million cruise terminal and associated cargo handling facilities.

In fact, the project must be one of the mostly hotly debated and most contentious cruise terminals anywhere in the Caribbean – maybe the world. The cases for and against are compelling and, perhaps, show that in the Caribbean – as increasingly elsewhere – the cruise industry is finally encountering a backlash to its previously unchallenged position as an ever-growing bringer of tourists and their tourist dollars.

It seems that Grand Cayman has proved a tough battleground with entrenched positions on both sides of the argument as commerce meets environmentalism head on in what could prove to be a blueprint for other Caribbean islands facing a similar choice between development and conservation.

Showdown

There was a time when the construction of new terminals and even entire tropical islands for the cruise shipping industry was only opposed by the wilder extremes of the environmental lobby. But with environmentalism growing globally, the atmosphere is changing and tiny Grand Cayman has somehow proved the Caribbean focal point for such a showdown.

Those in favour of the four-berth Georgetown terminal (and that includes the government) argue that without the building of the terminal Grand Cayman will slowly lose much of its cruise business.

Operators of the biggest classes of cruise ships (and we are mostly talking about Royal Caribbean and Carnival here) have already declined to call at Georgetown with these larger vessels because there are no walk-ashore facilities and each vessel requires the tendering of passengers.

Georgetown has been welcoming around 1.8 million passengers each year and the new terminal would allow this figure to increase by around 0.7 million and, so the government insists, create more jobs on Grand Cayman.

Other supporters of the new terminal include, hardly surprisingly, many small businesses such as those involved in water sports, boat owners, tour operators, restaurants and marine-related attractions. Many of these are members of lobby group the Association for the Advancement of Cruise Tourism in the Cayman Islands (ACT). But some tour operators also oppose the project.

On the other side of the argument are those who see no need for the any cruise terminal and consider its construction to be environmentally damaging. There are also those who feel that Grand Cayman already has enough cruise tourists and that 2.5 million passengers a year is just too many for an island of just 196 sq km. It’s fair to say that not all of these opponents are locally based and there is a broad international environmental coalition lined up against the project including those in the dive sector, coral reef experts and marine biologists.

Ecosystem

The environmental case is largely one of concern for the marine ecosystem in general and about the coral degradation in particular. About 15 acres of reef will be impacted as will some of Grand Cayman’s most popular dive sites. The island’s famed Seven Mile Beach could also be affected as natural sand replenishment would be impacted.

The impact on Grand Cayman’s largely irreplaceable coral reef would be dramatic, they say. And even taking into account the severe restrictions being placed on the project by the government.

There appear to be fewer worries about the actual number of arriving passengers. In fact, if 2.5 million passengers could be tendered ashore in much the same way as now then this would not necessarily be an issue for some.

To resolve matters, Cayman Islands will now hold a referendum sometime this year (it was to be held on 19 December, 2019) on whether the scheme should go ahead or not. It could be a case of Caymanians joining destinations such as Venice in being less than enthusiastic about the cruise shipping sector. Let’s wait and see.