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yash-tiknayat · 4 years ago

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Marine VFD Market Research Report - Global Forecast till 2024

Market Highlights

The global Marine VFD market is expected to reach USD 1.05 Billion by 2024 at a CAGR of 6.50% from 2019–2024. Marine VFD is an AC/DC drive that helps to regulate the speed and torque of motors in the ships so that they run accurately. VFDs are low or medium voltage drives that help the propulsion systems, thrusters, deck machinery, pumps, and HVAC systems to use the fuel more efficiently and reduce maintenance costs. Marine VFD also helps in saving energy along with controlling all the functions and output of the motor.

Asia-Pacific held the largest share of the global Marine VFD market in 2018: MRFR

Geographically, the marine VFD market has been segmented into Asia-Pacific, North America, Europe, the Middle East & Africa, and South America. In 2018, the market in Asia-Pacific held the largest share of the global Marine VFD market, mainly due to the increasing investments in shipbuilding, government mandates on energy efficiency, and rise in seaborne trade. The market in the region is also expected to be the fastest growing during the forecast period. Moreover, factors such as increased power consumption, government mandates on energy efficiency, and rising port capacity in Asia-Pacific are driving the market growth. Within Asia-Pacific, China is likely to hold the largest share of the market during the forecast period owing to increasing construction of specialized vessels, such as offshore support vessels, and dredgers, which will increase the demand for VFD. Similarly, Japan is one of the largest shipbuilding nations with products being built using advanced technologies. Other countries in Asia-Pacific such as Singapore, Indonesia, and South Korea are also trying to increase their FDI in marine sector with new project developments.

Europe is expected to be the second-largest market owing to the growing seaborne trade and rapid economic growth. Germany is the largest market in Europe in shipbuilding industry. Europe is also expected to grow at a significant rate owing to many advanced technologies being introduced by some key players in Europe. Germany is expected to dominate Europe due to new marine VFD contracts being signed by ship manufacturers and the government. Similarly, Italy, Norway, and Brazil are the economies which are expected to increase their market shares in Europe and South America, significantly. In North America, the US is expected to dominate the market during the forecast period.

On the basis of type, the global Marine VFD market has been divided into AC drive and DC drive. The AC drive segment dominated the global market owing to the increasing use of VFDs that help in saving energy, increasing the life of rotating components, and enhancing the process control. On the basis of application, the global market has been classified into pump, fan, compressor, propulsion/thruster, and crane & hoist. The pump segment is expected to dominate the market during the forecast period. On the basis of voltage, the global market has been divided into low voltage and medium voltage. The medium voltage segment is expected to dominate the market during the forecast period.

Key Players

The key players operating in the global marine VFD market are Siemens (Germany), Eaton (Ireland), Rockwell Automation (US), ABB (Switzerland), CG Power (India), Danfoss (Denmark), WEG (Brazil), Mitsubishi Electric (Japan), General Electric (US), Yaskawa (Japan), Parker Hannifin (US), and Invertek Drives (UK).

Scope of the Report

This report provides an in-depth analysis of the global marine VFD market size, tracking four market segments across five geographic regions. The report studies key players, providing a five-year annual trend analysis that highlights market size and share for North America, Asia-Pacific, Europe, the Middle East & Africa, and South America. The report also presents a forecast, focusing on the market opportunities for the next five years for each region. The scope of the study segments the global Marine VFD market by type, voltage, application, and region.

By Type

AC Drive

DC Drive

By Voltage

Low Voltage (Up to 1 kV)

Medium Voltage (Above 1 kV)

By Application

Pump

Fan

Compressor

Propulsion/Thruster

Crane & Hoist

Asia-Pacific

North America

Europe

Middle East & Africa

South America

Access Report Details @ https://www.marketresearchfuture.com/reports/marine-vfd-market-7936

About Market Research Future:

Market Research Future (MRFR) is an esteemed company with a reputation of serving clients across domains of information technology (IT), healthcare, and chemicals. Our analysts undertake painstaking primary and secondary research to provide a seamless report with a 360 degree perspective. Data is compared against reputed organizations, trustworthy databases, and international surveys for producing impeccable reports backed with graphical and statistical information.

We at MRFR provide syndicated and customized reports to clients as per their liking. Our consulting services are aimed at eliminating business risks and driving the bottomline margins of our clients. The hands-on experience of analysts and capability of performing astute research through interviews, surveys, and polls are a statement of our prowess. We constantly monitor the market for any fluctuations and update our reports on a regular basis.

Market Research Future

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jacknicholson1963 · 8 years ago

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Why a portion UK overseas aid money should be given to the armed forces

Britain’s £13 billion annual international aid budget is extremely controversial and re-directing this money often cited as a way of solving the defence funding crisis. Theresa May recently said she remains committed to the current level of spending on aid. There is a strong moral, economic and security case for Official Development Assistance (ODA) and humanitarian aid but there is little doubt we should be allocating the funds more intelligently. The armed forces are key enablers for aid delivery and disaster response – a portion of the generous DFID budget should be re-directed to finance more ships, aircraft and personnel.

There are many that say the funding crisis in defence (and other areas of the public sector) could be quickly solved by simply axing the entire international aid budget. This point of view is typical of the simple solutions to complex problems that are a regular feature of the tabloid press, but which could do us more harm than good. It is the often the same people saying the RN should not rescue migrants, but let them drown at sea, so as to discourage others.

In most cases, common humanity and co-operation are far more likely to create a secure, stable and prosperous world for everyone, than the brutal application of short-term self-interest.

Some UK ODA projects have been wasteful failures, plagued by corruption or were unsound enterprises from the start. The tabloids may exaggerate and distort some of the cases but there has been mismanagement and excess on a substantial scale. David Cameron foolishly enshrined a commitment to always spend 0.7% of GDP on overseas aid into law, resulting in a ludicrous situation where DFID is forced to shovel money out, just to meet this arbitrary annual target. We are also effectively subsidising other nation’s defence budgets by providing welfare for their poorest citizens. For example, Pakistan has long been the largest recipient of UK aid (£370 million in 2015) yet has a nuclear weapons programme and is expanding its navy. It could also be argued that the logistic support the Taliban received via Pakistan was a decisive factor in NATO’s failure to defeat them and cost British lives in Afghanistan. With such serious implications for all concerned, in some cases, our aid priorities should be reconsidered and have strings attached.

Poor strategy and mismanagement is clearly an issue for aspects of DFID’s work and this must be addressed urgently. Unfortunately, few government departments are immune from accusations of bureaucratic waste, the MoD, for example, is in no position to lecture about strategy or efficiency. The methods, results and politics of international aid is a complex subject which we will not attempt to cover in detail here. However, the respected OECD still rates DFID overall as one of the most effective and efficient aid agencies in the world. There are many success stories with thousands of lives saved, communities stabilised and poverty reduced, all of which far outnumber the failures.

The case for international aid

The moral case. It would be disingenuous not to admit that Britain bears a measure of historical responsibility for some of the poverty and problems in the world. Furthermore, some of our wealth has been derived from the exploitation of other nations. Aid is a small if incomplete, recompense for this. As one of the very richest nations, it is quite reasonable to give a relatively small proportion of our income to help the very poorest. We may argue about how much we donate and where it goes, but in principle, it is simply the right thing to do.

The economic case. Britain aspires to be an outward looking and engaged member of the global community. Brexit makes it especially important that this remains the case at this time. To abandon overseas aid would be perceived as another sign of Britain retreating from the world. Aid is another UK foreign policy lever, and just like the Royal Navy and helps support and promote Britain’s global brand, critical in trade and diplomacy. By improving the economic prospects of poor nations, ultimately we all benefit from increased trade and prosperity.

The security case. By improving conditions abroad we reduce some of the threats that may be imported into the UK. Where there is a healthy economy, stable government, healthcare and education there will be less room for political and religious extremism, terrorism or an incentive for mass migration. Containing epidemics and disease at source prevents them spreading globally and to the UK. Contributing to multi-national peacekeeping efforts also help restore stability to war-torn regions and prevent further conflict.

A brief photographic history of recent RN disaster response

Sierra Leone - Ebola

Dominica - Hurricane

Migrant rescue

Philippines - Typhoon

Haiti - Earthquake

RFA Argus alongside in Freetown, part of the UK forces response to the Ebola outbreak. After transporting vehicles and supplies, Argus acted as a logistics hub, helicopter base. This very successful forces and DFID operation ran from October 2014 until November 2015 when Sierra Leone was declared Ebola free.

RFA Lyme Bay off Dominica in 2015. Using her embarked Lynx helicopter and mexflote she provided assistance to the island following storm Erica which caused fatal flooding, mudslides, landslides and rock falls.

HMS Bulwark arrived in the central Mediterranean in 2015 to acted as a rescue hub for thousands of migrants in small boats attempting to reach Europe from Africa. This operation is effectively still on-going. HMS Enterprise, Echo and Mersey, as well as UK Border Force cutters, have been involved at different times since 2015.

Lynx from HMS Daring and RN personnel provide assistance after the Philippines was devasted by severe a Typhoon in November 2013. HMS Illustrious (main image above) loaded supplies in Singapore and also joined the relief effort.

On 12th Jan 2010 a powerful earthquake hit Haiti, killing 200,000 people and left more than 1.5 million others in need of food and shelter. Vehicles, food and other supplies were sent directly from the UK aboard RFA Largs Bay, seen here being unloaded by mexflote.

Moving foreign aid money to defence

The growing financial problems at the MoD demands responsible government look at every means to address the issue. Increasing taxes, national debt or cuts to health education or welfare look politically extremely unattractive. Re-directing aid money to our forces would help avoid dangerous cuts while boosting our ability to respond to emergencies around the world. The Public Accounts Committee says the MoD is now facing a funding shortfall of at least £1Bn a year just to meet the existing programme. New money would quickly relieve this pressure which is hollowing out or forces and damaging long-term capabilities.

If just 20% of the DFID budget (approx £2.6 billion annually) was passed to the MoD and earmarked for spending on defence assets that are frequently used as tools for humanitarian operations, it would make an enormous difference.

Government is quite happy to manipulate internal accounting methods to make it appear that we spend 2% GDP on defence. They should, therefore, have little compunction about counting funding provided to the forces for aid-related tasks, as part of the DIFD budget. The headline figure of 0.7% GDP on aid can be maintained without Parliament having to change the law, even if not strictly within OCED rules.

The vessels of the RN and RFA are prime platforms for humanitarian operations. (See previous article) With additional funding, the maintenance and running cost of some of its assets could be shouldered by the aid budget. This would free up funds for other areas of the service. The new funding could also provide a contribution to the general cost of the RN surface fleet as ships companies are routinely trained for disaster relief and evacuation work. Although this is only an outline proposal, some other specific suggestions could include;

Funding the running costs for the 3 Bay class Auxiliary Landing ships. It costs less than £10 Million per year to run a Bay class vessel but cuts forced the MoD to sell one of these 4 valuable ships in 2010. These are proven aid delivery platforms and benefit from a large flight deck and well dock that allows supplies to brought ashore by landing craft or mexeflote, especially useful in remote locations or when there are no functioning port facilities nearby. A further 2 Bay class vessels could be built, perhaps with one stationed permanently in the Carribean on call for disaster relief work.

Fund the replacement and running costs of RFA Argus . Old and in need of replacement, this ship has a hospital on board and provides aviation training for the RN. She is another proven aid platform that could be replaced with a merchant ship conversion at low cost.

Build a dedicated hospital ship. We have already made the strong case for a ship that conforms to the Geneva Convention rules on hospital ships and provides free healthcare overseas in this article.

Purchase more Merlins and fully marinize some of the Chinook helicopter fleet. Helicopters are a key asset in disaster relief. They can quickly conduct aerial surveys of devastated areas, then bring in personnel and equipment direct to where it’s most needed. They can also airlift injured people out to ships or hospitals. There are just 24 ‘Junglie’ Merlin HC3/4 transport helicopters and this could be increased with either brand new aircraft of or at least by reviving the 12 orphaned Merlin airframes currently in storage. Additional aircrew and support personnel would be needed. The RAF Chinooks that may embark on the aircraft carriers do not have folding rotors and are not modified for the marine environment. Their heavy lift capability would be very useful for disaster relief.

Expand MoD owned sea-lift. It should be noted that merchant ships with significant capacity are usually needed to bring in large scale supplies after the initial emergency response is provided by the military. The MoD has 4 Point class Ro-Ro vessels on charter which are used for transporting military equipment overseas. This capacity could be expanded by chartering or building additional ships. New money could also contribute to the cost of the 3 planned Fleet Solid Support Ships which provide food, ammunition and spares to the RN at sea.

Provide additional amphibious equipment. The Royal Marines are about to see their LCVP landing craft reduced from 16 to 12 when HMS Ocean commissions in 2018. New craft to operate from the Bay Class and HMS Albion would be useful. The 10 larger LCU craft capable of carrying vehicles are old and slow and could be replaced with faster more modern equivalents

In cases where there are serviceable runways available, RAF transport aircraft are often the first on the scene of a disaster. RAF heavy lift capability could be expanded by funding additional C-17 Globemasters. In sustained operations, providing trained personnel on the ground is important. Additional funds should be provided to the Army particularly for medical, engineering and logistics personnel and equipment.

It should be noted that this spending shift could strengthen our ability to respond to emergencies at the cost of some of DIFD’s more long-term economic projects. However, with improved management and tougher controls on aid spending, the impact on development projects should be small, especially as we are only proposing a 20% shift in priorities.

In time or war or conflict all these assets would obviously be directed to that purpose. Alternatively, in the case of a large-scale humanitarian crisis, additional naval and military assets would be allocated. This inherent flexibility would allow an appropriate response to events without an additional burden on the taxpayer.

Conservative ministers call on Theresa May to divert foreign aid money to defence budget (Independent)

In Defence of Foreign Aid (Huffington Post)

How much does the UK spend on overseas aid? (BBC)

The RN’s third major humanitarian mission in three years (Save the Royal Navy 2015)

RN – prime force for delivery of emergency aid & disaster relief (Save the Royal Navy 2015)

Mercy mission to the Philippines (Save the Royal Navy 2013)

from Save the Royal Navy http://www.savetheroyalnavy.org/why-a-portion-uk-overseas-aid-money-should-be-given-to-the-armed-forces/

#Save the Royal Navy

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hudsonespie · 4 years ago

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DNV Launches New Certification in Infection Prevention

DNV GL, the world’s leading classification society, has launched a new certification in infection prevention for the maritime industry. The release of this custom certification aims to help the maritime industry resume operations better prepared for COVID-19 or other emerging pathogens. Genting Cruise Lines is the first customer working towards the CIP-M certification for their vessel Explorer Dream under the Dream Cruises brand.

As the COVID-19 crisis begins to recede, the world is looking to return to business. For the cruise industry, passenger safety has always been the priority and the current pandemic has sharpened this focus. To help vessel owners and operators resume safer operations, DNV GL has developed the CIP-M certification, which enables them to demonstrate they have procedures and systems in place for the proper prevention, control, and mitigation of infection, to protect their customers and crews.

“The COVID-19 crisis has been unprecedented in its impact on the maritime industry, and on the cruise lines in particular,” said Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime. “But I hope that with innovative ideas like CIP-M we can help the industry get moving again in a way that gives passengers and crew confidence that exacting measures are in place to enhance the cruise industry’s already rigorous health and safety standards.”

CIP-M builds on DNV GL Healthcare’s work in infection risk management, which has been ongoing since 2008. With more than 4,000 audits performed in US hospitals, this work, which is inherent to the company’s accreditation program, helps organizations improve their management of infection risk. Experts from DNV GL’s Cruise Center in Miami customized the healthcare CIP for use in a maritime setting in cooperation with DNV GL – Business Assurance. The CIP-M also integrates maritime specific standards, such as the US CDC Vessel Sanitation Program, as well as incorporating national and industry guidelines. The certification surveys and audits are performed by DNV GL surveyor teams comprised of DNV GL – Healthcare infection prevention and control experts together with experienced maritime auditors.

“The ability to demonstrate trusted infection risk prevention and mitigation is a must to win back trust from consumers,” said Luca Crisciotti, CEO of DNV GL – Business Assurance. “Building organizational vigilance against infection risk today requires a level previously common to hospitals only. CIP-M is unique in that it builds on proven hospital standards but is specifically tailored to the context of passenger vessels, while incorporating national requirements to enable a robust immediate and long-term response.”

Explorer Dream - Genting Cruise Lines

“At Genting Cruise Lines, the safety and well-being of our guests and crew are of paramount importance to us,” said Mr Kent Zhu, President of Genting Cruise Lines. “From the onset of the pandemic, Genting Cruise Lines has been at the forefront in enhancing its preventive and safety measures with the COVID-19 pandemic in mind. We were the first in the industry to launch and introduce our enhanced measures, which we will adopt as the new safety norm for our fleet and we hope for the industry too. We are proud to continue to pioneer such an important collaboration with DNV GL, which is a first for the cruise and maritime industry. With consumers’ heightened expectations on safety and well-being, the customized CIP-M certification from a highly reputable healthcare expert like DNV GL will indeed further boost consumers’ confidence in cruising as we recommence operations in the very near future,” added Mr Kent Zhu.

As part of the CIP-M certification, DNV GL assesses vessel operations, including enhanced sanitation procedures, food preparation and handling, physical distancing requirements, use of personal protective equipment (PPE) by crew members, maintenance of public health essential systems, emergency response plans, pre-boarding screening, embarkation and debarkation processes, and itinerary or port planning protocols. Annual surveys onboard and company audits ashore are conducted to verify continued compliance and improvement.

The CIP-M assessment of Genting Cruise Lines has already kicked off with a pre-assessment of the company’s management system, to be followed by a certification survey of the Explorer Dream. The company is targeting successful completion of the certification program by the end of June.

“We look forward to continuing our long-standing relationship with Genting Cruise Lines as the first cruise line now working towards our new infection prevention certification,” said Cristina Saenz de Santa Maria, Regional Manager South East Asia, Pacific & India, DNV GL – Maritime. “Genting Cruise Lines has been very proactive in mitigating the COVID-19 crisis. The experience gained by operating two vessels in Singapore as temporary accommodation for workers, who have recovered from the Coronavirus, could prove useful in their preparations to resume normal operations,” she added.

from Storage Containers https://maritime-executive.com/article/dnv-launches-new-certification-in-infection-prevention via http://www.rssmix.com/

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hudsonespie · 5 years ago

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COVID-19: Liberia Calls on Flag States to Facilitate Crew Change

The Liberian Registry continues its efforts toward the recognition of seafarers as “key workers” and for much needed crew-exchange to be allowed at key ports globally during the global COVID-19 pandemic, and is looking to enlist the help of other flag States in this mission.

The Liberian Registry, already working with industry bodies such as the IMO, ICS, and ITF, calls for other major flag States to join in the continued effort to push for a global plan allowing for seafarers to safely embark and disembark from vessels.

Chief Operating Officer of the Liberian International Ship and Corporate Registry (LISCR), Alfonso Castillero, says, “This is a very important issue globally for the safety of seafarers, the vessels that are vital to the transport of key goods. Seafarers should be allowed the opportunity to return home upon the completion of their sea service, which to date has been largely not possible. I have been very pleased with the cooperation and communication thus far in working closely with key bodies such as ITF, ICS, and the IMO.”

Castillero continues, “It has also been good to see the efforts of nations such as Singapore and others progressing to allow the continuous operation of their ports, and the recognition of the importance that seafarers play in the global economy. There is a lot of work being done globally to get this achieved. I strongly feel that the major flag States must work together in unison to make this shared priority of ours a reality. I do sincerely hope that the other flag States will join us in this effort.”

Liberia has been the first flag State to implement various key measures which allow for the safe continuance of operations, such as introducing remote ship closings, remote ship surveys, and remote Annual Safety Inspections. In addition, Liberia has been working with industry stakeholders to push for the designation of seafarers as key workers, and to have crew exchanges conducted safely and regularly to ensure the safety of the global fleet and the maritime supply chain. Liberia recently advised its entire fleet to continue reporting directly to the flag State any and all cases wherein seafarers aboard have suffered from compromised mental and physical health. Liberia continues to ensure the safety of its ships, its seafarers, and the marine environment.

from Storage Containers https://www.maritime-executive.com/article/covid-19-liberia-calls-on-flag-states-to-facilitate-crew-change via http://www.rssmix.com/

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