Shipyards tackle complicated conversions and vessel upgrades

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SELF-ALIGNING FLOATING WIND TURBINE

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A new concept of floating wind turbine allows the whole floating unit to weathercock to the wind direction thus potentially saving on costs and complexity.

The SelfAligner concept is based on a passive wind tracking system with the turbine connected to a turret buoy mooring, allowing the entire platform to rotate freely around the mooring point and has shown considerable promise during early tank test trials. An airfoil cross section shaped tower rather than a round one, provides the necessary forces for the alignment using the prevailing wind direction. The Hamburg University of Technology (TUHH) has investigated and optimised the concept for the self-aligning floating wind turbine platform, with the investigations carried out in cooperation with several scientific and industrial partners. GNING

“The nacelle of the wind turbine is mounted directly on the tower because no yaw bearing is required to allow the rotor mounting to turn. The rotor is arranged downwind behind the tower and due to the aerodynamic shape of the tower, its wind wake is reduced, which has a positive effect on the dynamic load on the rotor blades. “Thus, the blades experience a significantly lower impact load as they pass the tower,” a spokesperson from TUHH explained.

The semi-submersible structure of the platform that forms the floating section, can be installed in water depths of more than 40 metres, and its passive wind aligning is made possible through the profiled tower and downwind rotor configuration. The lightweight construction of the platform allows it to be constructed at conventional shipyards without modifications to the production facilities and it is claimed that this makes the concept cost-effective, according to TUHH. Also highlighted by the developers is the easy installation and removal of the floater due to its detachable single-point mooring, as well the SelfAligner’s reduced environmental impact.

The project partners include CRUSE Offshore, the TUHH with the Institute for Fluid Dynamics and Ship Theory and the Institute for Ship Structural Design and Analysis, DNV GL, Aerodyn, and Jörss-Blunck-Ordemann. For the investigations and optimisation, the project partners used resources such as the panMARE method from the Institute for Fluid Dynamics and Ship Theory, as well as a 1:45 scale model of the platform in a wave tank.

By Dag Pike

Source: MARITIME JOURNAL , 2020/11/27

Analysis lends weight to concerns about installation vessel shortfall

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Marine robotics for offshore wind – nice to have or a necessity?

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The appetite for increased automation and a reduced need for sending people offshore in offshore renewable energy operations is fast evolving, with trust in robotics systems increasing and the use of uncrewed vessels becoming commonplace.

The appetite for increased automation and a reduced need for sending people offshore in offshore renewable energy operations is fast evolving, with trust in robotics systems increasing and the use of uncrewed vessels becoming commonplace. The primary drivers for this are to improve health and safety and to reduce the cost of wind farm development and operations and maintenance (O&M) activity.

As the number and size of wind turbines increases and development sites move deeper offshore, O&M will become increasingly uncomfortable and more costly for humans to perform and so the benefits of using robotics and uncrewed systems (UxV) will increase.

According to research by ORE Catapult, the UK’s leading technology innovation and research centre for offshore renewable energy, integrating USVs into a 2GW cluster site could help reduce upfront capital costs by £7.5 million and cut annual operating expenditure by £850,000, or £21 million over a 25-year operating life. In a world where a global pandemic, such as we are experiencing, severely limits travel, the benefits of enabling more work to be done remotely, using UxV, are even greater. Furthermore, robotics systems could increase net capacity factors due to faster servicing.

Underwater robotics, such as remotely operated vehicles (ROVs) and autonomous underwater vehicles (AUVs) are already being used today on a routine basis and uncrewed surface vessels (USVs) and aerial drones (UAVs) are starting to be adopted.

For those in any doubt, it’s worth considering a world without UxV. Without them, the industry is reliant on fully crewed hydrographic survey ships for all initial survey and site characterisation operations. Without underwater robotics UXO surveys and remedial action has to be done using divers, dive support vessels and their crews. Sensors used to profile tidal currents and the sea-state have to be deployed and recovered every few months by crewed survey boats for the data to be analysed. In short, development projects will take longer and cost more.

The difference will be even greater in the O&M space, where there is so much more scope for UxV, especially as these activities continue to scale-up across the increasing gigawatts of capacity we have installed and due to be installed. A 500MW wind farm may require the operation of around seven crewed vessels, depending upon distance from shore, according to ORE Catapult research. Across all O&M spend, vessels and people make up 60 – 65% of costs, not to mention the associated carbon footprint. How much of that could be replaced with UxV operations?

How viable will it be to meet national targets for offshore wind buildout, such as the UK’s goal for 40GW of offshore wind by 2030, without UxV? The Global Wind Energy Council believes offshore wind capacity will reach more than 234GW by 2030, up from about 29GW at the end of 2019. The Ocean Renewable Energy Action Coalition, led by Ørsted and Equinor, is even more ambitious and believes 1,400GW by 2050, globally, is an achievable target. Can we do that without more UxV? And what does a robotics world in offshore wind look like?

There could be subsea vehicles that work out of seabed garages to carry out underwater inspections on demand in a repeatable, quantitative and qualitative way; USVs that deploy ROVs, AUVs and aerial inspection systems to carry out a majority of inspection requirements and a proportion of maintenance needs. USVs could support survey, site characterisation, UXO, construction, logistics, security and environmental monitoring. Some of these capabilities are already here and being deployed, especially around coastal survey and data harvesting. More is coming. In 2021, Ocean Infinity, with its Armada fleet, and Fugro with its SEA-KIT vessels, will bring the first USVs able to deploy ROV systems remotely in the field to market. More will come as confidence and functionality increase.

The challenge will be to make these systems robust, capable and reliable for long periods of time in what can be remote harsh environments. A large part of that challenge is about hardware. These will need to be robust, low-maintenance, electric, automated platforms. But they’ll also need remote control and a degree of autonomy (e.g. situational awareness and an ability to respond to their environment), which will increase over time, underpinned by excellent navigation capability, secure communications links for command and control, status updates, tracking and data transfer. This capability will also need to be extended to below the surface of the sea.

At the surface, Wifi, 4G/5G and satellite communications are now largely available in most operating regions, but interruptions are possible, so multiple sensors will be needed to underpin accurate navigation and control. Just as today’s autonomous cars need multiple sensor inputs (visual, GNSS, inertial measurement units (IMU), etc.) to make sure that if one goes awry the system can still navigate without risk of collision, uncrewed vessels will require the same, on and below the surface.

This requires instruments and data fusion, such as interfacing GNSS at the surface with, for example, subsea acoustic Doppler and inertial navigation systems. As well as being able to verify GNSS data, these systems can also act alone, supporting navigation even without a GNSS input – in a fjord, for example – but will also provide valuable underwater current profile data for both wind farm seabed and scour monitoring and subsea vehicle deployment. It’s potentially complex, but doesn’t have to be with single instruments, such as SPRINT-Nav, able to provide all of that subsea data input via only one interface. SPRINT-Nav has been tested in Navy trials, where precision is paramount, and it will be installed on USVs entering the market in coming months.

Simultaneous tracking, communicating with, command and control of multiple underwater robotics can also be taken care of with a single system, such as a robotics-enabled Ranger 2 Ultra-Short BaseLine (USBL) system, which can also support survey operations. Fitted with our Mini-Ranger 2 USBL system running our Robotics Pack, these USVs will enable users to deploy, track, command and control ROVs during inspection, survey and data harvesting projects, from onshore remote operations centres, unlocking real-time data upload and quality control.

These are well established, off the shelf technologies, with long and deep track records across multiple sectors. For example, Sonardyne instruments have been supporting nearly all of the leading USV manufacturers for more than a decade to perform operations from tectonic plate movement in deep water for ocean science to seismic surveys for oil and gas.

It’s also been supporting industry collaborative projects, such as the Autonomous Robotic Intervention System For Extreme Maritime Environments (ARISE) project, with ASV Ltd. (now part of L3 Harris). Its systems will be onboard robotic ships that enter the offshore renewables market in 2021.

Sonardyne’s latest projects include working with HydroSurv Unmanned Survey (UK) Ltd. to develop an environmental monitoring capability for the offshore renewable energy sector that will be demonstrated at Vattenfall’s European Offshore Wind Deployment Centre (EOWDC) near Aberdeen. By combining new Sonardyne seafloor and vessel-mounted instruments with HydroSurv’s REAV-40 USV, the project will show how combined technologies can provide an end-to-end service for ’seabed data to desk’ without swamping communications bandwidth.

Undoubtedly, however, there will be challenges to fully adopting these new ways of working within the offshore wind sector. There is still a need for clear regulatory requirements surrounding the use of USVs around offshore wind assets, where they need to operate safely together with other marine traffic and operations. There will also be learnings around cyber and physical security, as USVs and their payloads go out into the open ocean. This is inevitable and needed. Like any new way of doing things, it’s about getting involved, deploying and learning how to make the best use of these new systems. In 10 years’ time, we’ll likely look back at the advances that have been made, just as the terrestrial robotics industry is now looking back at robotics that can backflip. It’s only a matter of time.

Source:Riviera, Nov 10, 2020

AI is Helping Scientists Understand an Ocean’s Worth of Data

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If you had about 180,000 hours of underwater recordings from the Pacific Ocean, and you needed to know when and where, in all those different hours, humpback whales were singing, would you Google it?

That is what Ann Allen, a research ecologist at the National Oceanic and Atmospheric Administration, did. Sort of.

In January 2018, she approached Google and asked if they might be able to help her find the signal of humpback whale songs amid all the other ocean noise, like dolphin calls or ship engines. Using 10 hours of annotated data, in which the whale songs and other noises were identified, Google engineers trained a neural network to detect the songs, based on a model for recognizing sounds in YouTube videos, said Julie Cattiau, a product manager at Google.

About nine months later, Dr. Allen had a model for identifying humpback whale songs, which she is using in her research on the occurrence of the species in islands in the Pacific and how it may have changed over the last decade. Google used similar algorithms to help Canada’s Department of Fisheries and Oceans monitor in real time the population of the endangered Southern Resident Orca, which is down to around 70 animals.

Machine learning and artificial intelligence applications are proving to be especially useful in the ocean, where there is both so much data — big surfaces, deep depths — and not enough data — it is too expensive and not necessarily useful to collect samples of any kind from all over.

Climate change makes machine learning that much more valuable, too: So much of the data available to scientists is not necessarily accurate anymore, as animals move their habitats, temperatures rise and currents shift. As species move, managing populations becomes even more critical.

To protect the whales, scientists need to know where they are, which is what the Charles Stark Draper Laboratory and the New England Aquarium are doing in what they call “counting whales from space.” Taking data from satellites, sonar, radar, human sightings, ocean currents and more, they are training a machine-learning algorithm to create a probability model of where the whales might be. With such information, the federal, state and local authorities could make decisions about shipping lanes and speeds and fishing more quickly, helping them to better protect the whales, according to Sheila Hemami, director of global challenges at Draper.

Many fish populations are moving, too, or are overfished or nearing it, and much of that fishing is done illegally. In an effort to clamp down on illegal activity and keep populations at healthy levels in the ocean, Google also helped start Global Fishing Watch, an organization that monitors fishing around the world by collecting and making vessels’ positions and activities public.

“The oceans are a pretty exciting place to work in big data because there’s so much opportunity for improving data, which, in fisheries has historically been very poor, especially when you compare it with other extractive industries,” said David Kroodsma, Global Fishing Watch’s director of research and innovation.

“Twenty percent of fishing is illegal, unreported or unregulated,” he said. “What if we didn’t know where 20 percent of the forests were, or carbon emissions?”

Other applications are used in ocean chemistry and pollution, for tasks like monitoring ocean plastic. Using sensors similar to those that monitor air quality in the International Space Station, Draper is collecting data on the properties of microplastics found in the ocean at the request of the Environmental Protection Agency. From that information, they produce “a fingerprint of specific chemicals,” said Dr. Hemami, and use that fingerprint to train the algorithm to identify kinds of plastic.

They are still in the testing phase, but have deployed their first-generation sensor near the Northern Pacific gyre, home to the Great Pacific Garbage Patch, which helped provide information about how the system might work.

Machine learning has not yet been widely used in assessing other issues in ocean chemistry, like ocean acidification, deoxygenation or nitrate concentrations, but Dr. Hemami said there was significant promise in that area.

In at least one case, animal observation applications and the more chemically focused ones overlap. They come together in shared pursuit of the giant larvacean.

Kakani Katija, a principal engineer at the Monterey Bay Research Aquarium Institute, has been using machine learning to track the lives of these zooplankton, which build themselves elaborate houses out of mucus, and model their behavior. In their snot-bubble homes (which can exceed three feet), the tiny animals (about half the length of a new pencil) filter water, in the process capturing particles and detritus sinking from the surface of the ocean to eat.

Once the structure is clogged with this ocean dust, much of which is made up of photosynthesizing organisms that have pulled down atmospheric carbon dioxide in the process, the animals abandon their homes, which sink to the ocean floor and feed bottom dwellers. But they have another crucial function: In trapping all of that debris, the mucus houses are sequestering carbon dioxide, sending it to the bottom of the ocean.

As we burn fossil fuels, we release carbon dioxide, much of which is absorbed by the oceans. The oceans have, as a result, prevented our planet from warming by as much as 36 degrees Celsius (instead of about one degree), but all of that carbon dioxide makes the oceans more acidic. Knowing how much carbon dioxide the ocean is storing is crucial to modeling future climate changes, and given the prevalence of these creatures around the world and how much water they can filter, it is likely a significant amount.

“With the oceans or the environment, it’s really easy for us to get stuck in this doom-and-gloom narrative,” Dr. Katija said. “What I love about technology or the progress we’re seeing in A.I., I think it’s a hopeful time because if we get this right, I think it will have profound effects on how we observe our environment and create a sustainable future.”

Source: New York Times, Apr 8, 2020

BIODEGRADEABLE HYDRAULIC OIL FOR LIFT BARGES

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Belgian heavy lift major Sarens is in the process of switching to biodegradable oil for all its ballasting systems on its barges.

As part of this important environmental initiative, all Sarens ballasting systems will convert to using Biohydran TMP hydraulic fluid in 2020, and 40% have already made the switch. This move represents Sarens’ commitment to protecting the environments in which it operates.

Oil is necessary for heavy lifting work where hydraulic systems are used to move heavy loads in an efficient way. The zinc added to commercial hydraulic oils, however, can cause environmental damage in the case of a malfunction or oil spill. This has serious implications for aquatic environments where barges operate.

Biodegradable oil replaces zinc with a natural additive to help maintain hydraulic components like motors and cylinders. This is important because Sarens uses submersible ballasting pumps with up to 1.000l/h pumping capacity to load out heavy modules. Because this system operates within water environments, using more environmentally-responsible oil creates an added layer of protection for fragile ecosystems and marine life.

Sarens has invested €500K in this important environmental project, which includes implementing the new hydraulic oil, regenerating it for reuse, and modifying older ballast pumps to avoid oil spills in the case of malfunction. As part of this initiative, Sarens is bringing all ballasting equipment, which is spread across Europe, back to its base in Wolvertem, Belgium to make the switch.

By Jake Frith

Source: Maritime Journal, Oct 20, 2020

MCA USES AI TO SIMULATE SAR MISSIONS

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The Maritime and Coastguard Agency (MCA) has partnered with artificial intelligence technology company, Faculty, on a major programme to build the next generation of UK search and rescue.

Faculty is using advanced analytics and machine learning technology to analyse historical data on 9,000 search and rescue mission requests covering 43 months. MCA is working with Faculty to generate simulated missions data to test the robustness of its findings.

“Every day the UK’s search and rescue fleet is out saving lives and we’re immensely proud to be working with it,” said Tom Nixon, director of Faculty’s government practice. “Taking this step puts the MCA in the vanguard of data-driven public services and shows the important role data science can play in supporting the procurement process,” he added.

The work will help inform planning for the successor to the UK’s search and rescue helicopter capability, Search and Rescue 2nd generation (UKSAR2G). Faculty is working with the MCA to design simulation tools that will allow aviation partners bidding for UKSAR2G to virtually test performance against a variety of future scenarios.

The UK’s search and rescue helicopter fleet, with its distinctive red and white livery, comprises 21 aircraft operating from ten locations across the UK.

By Rebecca Strong

Source: Maritime Journal, Oct 23, 2020

34 DEATHS LEAD TO CALL FOR PASSENGER VESSEL SAFETY IMPROVEMENTS

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The US National Transportation Safety Board has called for major safety improvements to small passenger vessels after the investigation of a 2019 California dive boat fire that killed 34.

The 75-foot recreational diving vessel, Conception, with 33 passengers and six crew aboard, was anchored in Platts Harbor, off Santa Cruz Island, when it caught fire in the early morning of Sept. 2, 2019. All 33 passengers and one crewmember died of smoke inhalation after they were trapped in the berthing area while a fire raged on the deck above. Both exits from the berthing area led to the fire- and smoke-filled enclosed area above.

The NTSB called for all vessels similar to the Conception with overnight accommodations to be required to have interconnected smoke detectors in all passenger areas. It also recommended that a secondary means of escape lead into a different space than the primary exit, in case a single fire blocks both escape paths. The NTSB also called on the U.S. Coast Guard to develop and implement an inspection program to verify that roving patrols are conducted – as required – for the safety of sleeping passengers and crew. NTSB investigators found the absence of a required roving patrol on the Conception likely delayed the initial detection of the fire, allowed for its growth, precluded firefighting and evacuation efforts and directly led to the high number of fatalities in the accident.

“The Conception may have passed all Coast Guard inspections, but that did not make it safe,” said NTSB Chairman Robert L. Sumwalt. “Our new recommendations will make these vessels safer, but there is no rule change that can replace human vigilance.”

The recommendations to the Coast Guard would apply to vessels, like the Conception, that are under 100 gross tons and have overnight accommodations for 49 or fewer passengers that fall under Subchapter T of federal marine regulations. The NTSB’s recommendation on interconnected smoke detectors, meaning when one smoke detector alarms the remaining detectors also alarm, also would apply to larger Subchapter K vessels.

The NTSB also reiterated its call for small passenger vessels to be required to implement a safety management system to improve the safety culture of vessel owners and operators.

While the Conception had smoke detectors in the below-deck berthing area, they were not connected to each other or the wheelhouse, and there were no smoke detectors in the salon, the common area above the sleeping quarters where investigators believe the fire started. Because of the fire damage to Conception, which burned to the water line and then sank, there was little physical evidence for investigators to establish exactly how, when and where the fire started.

During  a virtual board meeting, the NTSB determined the probable cause of the fire and subsequent sinking was the failure of Truth Aquatics, Inc., the owner and operator of Conception, to provide effective oversight of its vessel and crewmember operations, including requirements to ensure that a roving patrol was maintained, which allowed a fire of unknown cause to grow, undetected, in the vicinity of the aft salon on the main deck.

Contributing to the undetected growth of the fire was the lack of a Coast Guard regulatory requirement for smoke detection in all accommodation spaces. Contributing to the high loss of life were the inadequate emergency escape arrangements from the vessel’s bunkroom, as both exited into a compartment that was engulfed in fire, thereby preventing escape.

A synopsis of the investigation’s findings and recommendations is available online at https://go.usa.gov/x7a7G

The full, revised investigative report will be issued in the next few weeks on ntsb.gov and on Twitter @NTSB_newsroom

By Jake Frith

Source:Maritime Journal, Oct 21, 2020

USDA-ARS news: researchers are Juicing Alfalfa as a Next-Generation Aquafeed

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Cows and horses aren’t the only fans of alfalfa. Yellow perch like it, too. That’s what Agricultural Research Service (ARS) scientists and their collaborators concluded when they fed the fish pellets made with a protein concentrate from the legume crop’s protein-rich leaves.

Information source: press release / USDA

They’re experimenting with alfalfa as part of a broader effort to find suitable alternatives to using fishmeal, a protein-rich ingredient in aquaculture feeds given to “farm-raised” finfish and shellfish. Aquaculture is the fastest-growing sector of the food industry worldwide, generating $1.37 billion in U.S. sales alone. However, there’s concern that increasing consumer demand for aquaculture products will outpace what the ocean’s wild-caught stock of sardine, anchovy, menhaden, and other small forage fish can supply as a fishmeal resource for aquafeeds.

According to Deborah Samac, who leads the ARS Plant Science Research Unit in St. Paul, Minnesota, formulating aquafeeds with plant-based proteins could help lessen the need for fishmeal in aquafeeds, reducing aquaculture’s impact on aquatic natural resources. Using nutritious, affordable alternatives to fishmeal could also ease the burden on pelagic fish populations, which are important members of the marine ecosystem and its inhabitants, particularly larger predatory species.

Soybean meal, barley, and algae are among alternatives being explored or already commercialized. Now, many of the same qualities that make alfalfa “Queen of the Forages” (and third-largest U.S. field crop) could put it on the aquafeed shortlist as well. These include a crude protein content of 15 to 22 percent and a rich assortment of vitamins, including A, B, and D, as well as minerals such as magnesium and copper.

Alfalfa is typically fed to dairy cows, beef cattle and horses as hay, silage or a direct forage. But it can also be “juiced” for its protein concentrate, and that’s the form Samac and her University of Minnesota (UM) collaborators used for their yellow perch feeding trials.

The actual formulation process can involve passing alfalfa leaves through a screw press, squeezing out juices, and then heating and centrifuging them to produce a protein concentrate, which is then dried and processed into small pellets along with other ingredients.

The feeding trial results showed that perch given pellets containing the alfalfa protein concentrate (APC) gained somewhat less weight than perch given fishmeal formulations. But there was little difference between their health, longevity, and overall wellbeing. Their fillet yields, quality, composition, and flavor were also similar.

According to Samac, alfalfa could help impart greater sustainability to the $133.5 billion global aquafeed market by virtue of the ecosystem “services” and other benefits the crop provides.

For example, as a legume, it is a superstar at naturally converting atmospheric nitrogen into a form that corn and other crops can use for their growth, alleviating the need to apply chemical fertilizers. Alfalfa’s robust growth makes it an ideal cover crop, anchoring the soil, retaining its moisture, helping it store carbon, and controlling weeds. Alfalfa flowers are also important food for both wild and domesticated bees, contributing to the latter’s production of honey, wax, and other products.

Samac said additional studies are underway to fine-tune the APC concentrations used in aquafeed formulations, evaluate different processing methods, and expand feeding trials, which include rainbow trout. Value-added uses for byproducts of the APC juicing process will also be explored, she added.

Her collaborators on the effort are Jessica Coburn, Scott Wells, Craig Sheaffer, Roger Ruan, and Nicholas Phelps—all of UM in St. Paul—and Gibson Gaylord of the U.S. Fish and Wildlife Service’s Bozeman Fish Technology Center. Collaborators on the expanded trials include Dong Fang Deng (University of Wisconsin-Milwaukee), Matt Digman (University of Wisconsin-Madison) and animal physiologist Brian Shepherd, with ARS’ Dairy Forage Research Unit in Madison, WI.

Source: Aquaculture Magazine, Oct 19 2020

CMA CGM and MSC join TradeLens as foundation carriers

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CMA CGM and Mediterranean Shipping Company (MSC) have joined the Maersk/IBM created TradeLens blockchain platform as so-called foundation carriers.

“The addition of these two major global shipping leaders marks a crucial milestone for the industry, which until now has too often relied on paper-based trade and manual document handling that lead to increased costs and reduced business continuity,” Maersk stated in a release yesterday.

“Digitisation is a cornerstone of the CMA CGM Group’s strategy aimed at providing an end-to-end solution tailored to our customers’ needs. An industry-wide collaboration like this is truly unprecedented. Only by working together and agreeing to a shared set of standards and goals are we able to enact the digital transformation that is now touching nearly every part of the global shipping industry,” said Marc Bourdon, a senior vice president at CMA CGM.

TradeLens partners provided an update yesterday on developments at the blockchain platform over the last 12 months. An important milestone discussed was a 15-customer pilot involving more than 3,000 unique consignments, 100,000 events and 6,000 containers to ensure the TradeLens platform distributes and shares shipment data across various supply chains with speed and accuracy.

TradeLens members use the platform to connect within the ecosystem and share information needed for their shipments based on permissions, without sharing sensitive data.

Launched in 2018, the TradeLens ecosystem now includes more than 175 organisations – extending to more than 10 ocean carriers and encompassing data from more than 600 ports and terminals.

“TradeLens is an important initiative in the digitalisation of global shipping and logistics, with the potential to help carriers and their customers to increase transparency and reduce errors and delays, all at a crucial time when the industry is re-thinking and improving the resiliency of supply chains,” said Andre Simha, MSC’s global chief digital and information officer. “By completing the integration, we can now begin showing our customers and business partners how they can create and see value from the platform, and we hope that many of them will join it, creating an even larger and more beneficial ecosystem.”

As TradeLens scales up, other recent additions of new ports and terminals include the Commercial Port of Vladivostock, DP World, PT Salam Pacific Indonesia Lines (SPIL), Portbase, QTerminals and Hamad Port, SSA Marine’s Manzanillo International Terminal – Panama (MIT-Panama), Shipwaves, South Asia Gateway Terminals and Yilport Holding.

Source: Splash247.com, Oct 16, 2020