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SAF ET Y
VIKING SHIPO
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May/June 2011
Contents
AM CoveR stoRy 10 In 2010, container shipping looked as if the worse was over. From record losses in 2008, 2010 was a boom year. But this year is turning out to be a potential loser for liner services once more. With megaships joining services daily and 18,000 teu vessels in the offing, companies like Maersk and its rivals are seeking to differentiate themselves by levels of service and customer-centric approach to contracts. Industry data, however, indicates that liner companies have to overcome tall hurdles to get where they want to be. Not least of their problems is the inability of shippers to get their contracted cargoes to port. Is the dream of aviation-like efficiency an unattainable dream?
AM FeAtURes 14 BUNKERS China looks to lead 16 Tankers Owners stop splashing the cash 19 Japan hipowners look beyond Japan S 24 Ship registers More than enough for all 27 Car carriers Hope beyond the earthquake 30 Malaysia MISC enjoys box and gas options 24 32 Vietnam The good and the bad
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Contents
AM RegulaR ColuMns 4 Comment Bespoke shipbuilding Briefs Yards, ports, lines Commodities Shale oil and gas
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13 Launched China King goes to foreign shipmanager 34 Technical Return to onboard training 36 Ships store Pitter, patter of tiny carbon footprints 13 37 Operations Charterers need to know their place 38 Logistics China market awaits 39 IMO Flagging up anti-piracy options 40 40 Green page Green ideas from DNV 41 Brief encounters Thin end of the social media wedge 42 Diary Merely moving and passing on 44 44 Maritimes back pages The NOL story
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PUBLISHER DaysOnTheBay Co Ltd EDITOR Mike Grinter mike.grinter@thisisasiamaritime.com COnTRIBUTORS Michael Grey Sandra Speares K K Chadha PRODUCTIOn EDITOR Lokyin Chun bchun@thisisasiamaritime.com ILLUSTRATIOnS Harry Harrison
ADVERTISInG ACCOUnT MAnAGER Tony Stein tony.r.stein@btinternet.com COVER Modern Terminals HOnG KOnG OFFICE 8A Greenfield Court Discovery Bay Hong Kong Tel: + 852 2987 8870 Fax:+ 852 2987 7780 mike.grinter@thisisasiamaritime.com SUBSCRIPTIOn SALES mike.grinter@thisisasiamaritime.com
PRInTInG Allion Printing Company 10/F Sze Hing Industrial Building 33-37 Lee Chung Street, Chai Wan, Hong Kong SAR THIS HAS BEEn A DAYSOnTHEBAY PRODUCTIOn
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standard of excellence
global sales and support extensive range of products and services ongoing product developMent
clockwise from top left daMen fcs 2610 high speed support vessel daMen fast crew supplier 5009 daMen offshore patrol vessel 950 daMen fast ferry 3207 daMen asd tug 2810 daMen Multi cat 3013
D A M E N S H I P YA R D S G O R I N C H E M Industrieterrein Avelingen West 20 4202 MS Gorinchem P.O. Box 1 4200 AA Gorinchem The Netherlands phone +31 (0)183 63 99 22 fax +31 (0)183 63 21 89
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from nothing to become the worlds third largest bulk carrier by 2015, set off alarm bells in the minds of many. Such alarms rang louder in May when news emerged that the conglomerate was defaulting on charter payments. Among owners who must be ruing the day they banked on the Grand vision are Hyundai Merchant Marine, which is, so far, $7m out of pocket on two bulkers, and the Greek shipping duo Minerva Marine and the Vafias Group. Grand China insists that the problem is merely a cash flow blip. Alternative explanations include difficulty in obtaining US dollars at Chinese banks, but confidence too in the behemoth may soon be in short supply. Within a few weeks of OOCLs announcement it had ordered 10 13,000 teu boxships from Samsung Heavy Industries, news is out that it has found long-term employment for at least three of the giants. Japans Nippon Yusen Kaishan will charter the trio for three years when they will be deployed within the Grand Alliance service network in 2013. ]
MOL has had a rough time with the authorities in Europe and the US over the last few months
Thousands of miles from their headquarters in Asia, the European workforce of some of the top Asian lines had a rude awakening on 17 April, when EU Competition officials came knocking as the sun was rising. Those reluctantly answering the door included Hanjin Shipping, Cosco, OOCL, NYK, Mitsui OSK Lines and Neptune Orient Lines. Among European lines, Maersk, Hapag-Lloyd, Hamburg Sud and CMA CGM, also received the unwelcome wake-up call. Its far too early to tell what has sparked the spooks at the EU Commission. Would the fact that lines such as K Line and Hyundai Merchant Marine have, thus far, been left alone, suggest pre-raid knowledge? Or is it simply bafflement of an EU team not known for its maritime nous trying to work out how liner companies turned a slump into a windfall from 2009 to 2010? The answer will be a long time coming. With the threat of fines equivalent to 10% of annual turnover if lines are found guilty of anti-competitive practices, there will be a lot of twitchy shipping executives for some time to come. Mitsui OSK Lines must be feeling punch-drunk. At around the same time its European officers were welcoming the EU officials, across the Atlantic the Federal Maritime Commission in the US was telling the Japanese line to cough up $1.2m after the FMC said it had found evidence of misdemeanors over several years among them, misdescription of commodities; unlawful equipment substitution; providing transportation services to and entering into service contracts with unlicensed, untariffed and unbonded ocean transportation intermediaries; permitting use of service contracts by persons who were not parties to those contracts; and providing transportation that was not in accordance with the rates and charges set forth in MOLs published tariffs. The extraordinary growth of Grand China Logistics over the past few years, and its ambition to come
n Ports
The Philippines leading port operator International Container Terminal Services Inc once again demonstrated its nimbleness and an eye for an opportunity when at the end of May it put in an allcash offer for Singapore listed Portek International. Renowned for its ability to profit from medium-sized terminal operations in developing countries that top global players cannot reach, ICTSIs acquisition of Portek, which has operations in Indonesia, Malta, Gabon, Rwanda and Algeria, would appear to be a perfect match especially in pursuit of capitalizing on ever burgeoning growth in Africa. The news of the acquisition at a cost of $147m came just
weeks after the terminal operator announced a 25% increase in net earnings for the first quarter of 2011 at $28.5m. Russias Global Ports Investments, the countrys leading terminal operator, accounting for 30% of total box throughput, is to seek up to $750m from an initial public offering on the London Stock Exchange later this year. If successful, the company aims to shore up its position in Russia with further capital investment on the port sector. We hold the number-one position in Russian container handling and fuel oil exports and have strong capacity to accommodate expected market growth as well as the potential to expand our current terminal facilities, GPI board chairman Nikita Mishin revealed in a published statement.
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Also listing on the London Stock Exchange was DP World. The worlds fourth largest port operator debuted on the exchange on June 1. DP Worlds intention is to attract institutional investors it has been deprived of on the Dubai Nasdaq due to corporate governance restrictions. Some 830m shares were on offer. The potential for serious disruption at key terminals run by Australian stevedore Patrick in Sydney, Brisbane and Fremantle continues to exist despite the decision of the Maritime Union of Australia to lift work bans on May 26. Following the week-long action that provoked Patrick to close the terminals, both parties insisted that the dispute over pay has not yet been resolved, opening up the possibility of further industrial action. ]
ICTSIs flagship terminal in Manila. ICTSI has closed a deal for the acquisition of Portek International.
n Yards
If there is a crisis in shipbuilding, South Koreas Samsung Heavy Industries has missed it. Leading not only its compatriot rivals Daewoo Shipbuilding and Marine Engineering and Hyundai Heavy Industries, Samsung has been the worlds most successful yard thus far this year. Samsung has picked up orders worth $10.8bn in the first five months of 2011 ($3,2bn in vessel orders and $7.6bn in offshore contracts). Its order target set at the beginning of the year is an easily achievable $12bn. Ever a keen advocate of SHI, shipbuilding analyst James Yoon of BNP Paribas Seoul office says, It (Samsung) has essentially already surpassed the target by 22% if $3.8bn in options on existing orders for four LNG carriers and five drillships are included. As a result, the order book has expanded 20% year to date to an estimated $47.1bn, the highest level since the USD50.1b peak of 2008. The acclaim for SHI is not to suggest that its national rivals are suffering. At the time of going to press rumours abounded that both DSME and HHI were on the verge of jointly benefitting from the surge in LNG interest to the tune of $1.5bn, as Greeces Maran Gas look set to put in orders for four LNG carriers with options for a further four. Separately HHI picked up a $1.2bn order for two drillships from drilling contractor Rowan Companies. So far this year HHI has contracted nine drillship orders worth totally $5bn. Chances are that the 2010 Hong Kong-listed Chinese shipbuilder China Rongsheng Heavy Industry has been looking at SHI with a degree of envy. The bulker specialist saw its share price plummet 7.4% in May after Barclays Capital failed to endorse the shipyards current business model. According to Barclays China
HHI is in line to pick up an LNG quartet from Maran Gas
Rongheng has an orderbook entirely dominated by bulkers (62%) and tankers (32%). With both classes of ship almost inevitably seeing a decline in orders over the next three to four years future revenues look bleak. Compound this with delayed deliveries of vessels tied to key contracts such as the 12-ship Vale order for 400,000 dwt bulk carriers, and Barclays contention that China Rongsheng lacks the ability to quickly sidestep into offshore business seems to spell a slower upward trajectory than punters were expecting when the yard listed in November 2010. The beleaguered Japanese shipbuilding sector received a fillip at the end of May when it was announced the Greek shipowner Safe Bulkers was to receive loans totaling $122.4m through Japans official export credit system. Banking trio, Japan Bank for International Cooperation, the international arm of the Japan Finance Corporation and Citibank Japan agreed the deal that will go toward the financing of three new post-panamax bulk carriers thought to be contracted to Imabari Shipyard. ]
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China has spent tens of billions of dollars buying into energy resources from africa to latin america
KKr invests
Kohlberg Kravis Roberts & Co. L.P. (together with its affiliates, announced recently that KKR has entered into a definitive agreement to acquire certain Barnett Shale properties from Carrizo Oil & Gas, Inc. for $104m. The transaction, which was expected to close in mid-May, is being made through KKR Natural Resources. The KKR partnership with Premier Natural Resources intends to pursue investments in North American oil and gas properties. Located in north-central Texas and producing out of the Barnett Shale formation, the assets contain 122.4 bcfe of total net proved reserves (based on a third party estimate) and comprise 75 gross (58.5 net) wells currently producing at a gross rate of 15.7 mmcfe/d (8.3 mmcfe/d net).
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Chinas imminent shale rush comes at a critical point. It will soon overtake the United States as the worlds top energy user and is already the worlds biggest coal burner
export terminals, because its shale gas reserves are estimated to be big enough to meet domestic demand for 30 years. This is an American dream that China wants to emulate. Americas shale gas production alone has exceeded that of total Chinese gas output. That gives us a lot of confidence, said Zhang Dawei, deputy director of the Strategic Research Center for Oil and Gas in the Ministry of Land and Resources. Chinas confidence has been bolstered by a new report of its estimated reserves of shale gas, which shows them to be, by far, the largest in the world. Chinas imminent shale rush comes at a critical point. It will soon overtake the United States as the worlds top energy user and is already the worlds biggest coal burner. China also pumps more carbon dioxide into the atmosphere than any other country. Beijings bureaucrats thus face a daunting challenge: how to clean up its skies while meeting the worlds fastest growing energy demand. Natural gas burns more cleanly than other fossil fuels and installing gas-fired power generation is cheaper and easier than building nuclear plants. The problem is China cannot meet its rising demand for gas with its limited reserves of conventional gas. It faces the prospect of becoming as dependent on international markets for gas as it is for oil, where China is the worlds secondlargest importer. Shale gas may not be as clean as advertised, according to a study released recently by Cornell University in New York. This study argues that significant amounts of methane escape into the atmosphere during production in wells and distribution in pipelines.
With their significant proved developed producing reserve component in a reservoir we know well through our current operations in the region, the assets are a great fit for our KKR Natural Resources platform. We are pleased to add these assets to our oil and gas portfolio and remain excited about the opportunity to grow the KNR platform through the acquisition of additional oil and gas properties in North America, said Jonathan Smidt, a member at KKR and a senior member of KKRs energy and infrastructure business.
The Environment
Natural gas is cleaner burning than coal or oil. The combustion of natural gas emits significantly lower levels of carbon dioxide (CO2), nitrogen oxides, and sulphur dioxide than does the combustion of coal or oil. When used in efficient combined-cycle power plants, natural gas combustion can emit less than half as much CO2 as coal combustion, per unit of electricity output. However, there are some potential environmental concerns that are also associated with the production of shale gas. The fracturing of wells requires large amounts of water. In some areas of the country, significant use of water for shale gas production may affect the availability of water for other uses, and can affect aquatic habitats.
PetroChina
PetroChina, the worlds second-most valuable energy company, announced in February it would buy a $5.4bn stake in Calgarybased Encana Corps shale gas assets. Analysts say PetroChina paid a large premium for that deal. But a CNPC executive said it was all about gaining expertise for shale. We dont care much about whether the market believes its a good or bad price. The top priority is gaining access to a resource and mature technology, he said. Price is only a secondary consideration. ]
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inventory carrying costs for retailers and a decrease in the speed to market, which is critical for a retailers success. Shipping lines operated services both at reduced and normal speeds, but there was no difference in rates offered by carriers for slow steaming versus regular steaming, he said. Becton, Dickinson and Co, a medical supplies firm, said slow steaming added an extra two to five days in sailing time between ports. But it had been offered no choice, either by shipping lines or by freight forwarders, on whether cargo was moved on ships operating at normal speed or on vessels slow steaming. Some carriers alluded to the hoary issue that if carriers did not invest in ships then shippers would not be able to move their goods. A variation on this theme was offered by Maersk Line, whose representatives said fuel cost savings by sailing at a slower speed had been eroded by higher charter rates, which had risen from $8,000 to $28,000 per day. Any cost savings accrued by reduced fuel consumption has enabled Maersk Line to sustain its service levels in many US trades. Without such savings, Maersk Line would not be able to obtain a sustainable return on investment, the Danish shipping giant said. But one official rejected such thinking, pointing out that if slow steaming resulted in a 20% fuel saving on a particular loop, the shipper is correct to point out that the pre-slow-steaming bunker formula has now been transformed into a healthy profit centre for the carrier. It will be a few months before the FMC decides to take any follow up action, although it is it clear there are battle lines between carriers and shippers over slow steaming. ]
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accountability, but also fails to reduce carbon emissions. Mr Welsh told the newspaper the GSF would welcome and support a voluntary shipping industry initiative to reduce the carbon emissions through the IMO. Shipowners need to introduce a rigorous scheme targeting operational efficiencies and other measures to reduce shipping carbon emissions, he added. Meanwhile representatives of the fuels that sit at the heart of the conflict, namely bunkers, are sitting on the fence waiting to see which way the wind blows. The chief executive of the International Bunker Industry Association Ian Adams told Asia Maritime The IBIA decided at its Annual Convention in Stamford, Connecticut in September 2010, not to take a position on the issue of climate change and in particular, the issue of Market Based Measures, he said. Our members being drawn from all aspects of the Bunker Industry (Buyer, Supplier and Service) felt it was too early for the Association to decide either way as there is still no definitive proposal from IMO. The Bunker Supply industry will adapt to the conditions of the market, he concluded. But if the ICS is to be believed, it too is looking ultimately to EEDI as the way forward. In its concluding remarks following the May meeting the organization said: The immediate priority for ICS however, is to ensure that a package of technical and operational measures to reduce CO2 emissions, which has been developed by the International Maritime Organization, will be adopted by the crucial meeting of the IMO Marine Environment Protection Committee in July, as amendments to MARPOL Annex VI. Most importantly this includes the Energy Efficiency Design Index. Agreement at IMO will be vital to maintain the principle of global rules for a global industry, which cannot be guaranteed if detailed emission reduction measures are left to the high-level climate change talks at UNFCCC, or the European Commission, which will be the likely result if agreement is not reached by governments at IMO this July. ]
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given that scenario, shipowners would skip stopovers in singapore, which will allow them to save up to one days worth of steaming.
world the chairman of the Singapore branch of IBIA and regional manager for Asia at Integra Fuels Asia Pte, Mr Simon Neo said that China posed the biggest threat to Asia as the price gap closes. In just a year from March 2010 to March this year the price differential for 380 centistokes grade bunker fuel has narrowed from $39 per tonne to $22.50. According to industry estimates around 60% of vessels navigating around Asia pick up bunkers from Singapore. But its a fair bet that a large percentage of those ships are also calling at Chinese ports. Mr Neo envisages that in three to five years the price gap between China and Singapore would have eventually disappeared. When the price narrows down to marginal why should shipowners take bunkers in Singapore? he asked. Neo told Bunkerworld, Given that scenario, shipowners would skip stopovers in Singapore, which will allow them to save up to one days worth of steaming. If Shanghai or Shenzhen, for example, together takes 10m tonnes of bunkers a year, the volumes will definitely need to be taken from somewhere and its likely to be from Singapore, he added. ]
IBIa secretary General Ian adams
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We now have three VLCCs being built there, says Mr Huxley. Chinese expertise in tankers has come on in leaps and bounds in recent years and with Korea moving to high end products like offshore, LNG and the new generation of container ships, its no surprise that people are turning to China for conventional tankers, which means the products are getting more widely accepted. In 2003, when we contracted our current pair of VLCCs, China was not such a prominent VLCC builder and Korea was very competitive. Things have moved on and major owners dont have reservations about building tankers in China and major charterers have come to accept them, he adds. As Wah Kwong has stuck by its friends over the years so it has abided by a business strategy that goes back to its origins witness its declaration on the homepage of its website Our fleet grew to meet the growing post war industrial growth in Japan. In those days our ships were pre-fixed on long term time charters primarily to Japanese charterers with financing secured on the back of the time charters. The use of time charters reduced the exposure to market volatility, and is a chartering methodology that the Group maintains to this day. As recently as 2010, Mr Huxley was espousing the same message on news channel CNN and illustrates how the approach still works now: In the first five years, you would hope to break the back of depreciation and generate some decent returns, he says. It is always one of the great lotteries of shipping as to what the market is going to be like when you come off a long charter and the market is the market. We recently had a VLCC come free after a lengthy charter and we re-fixed her for a shorter period at what is still a profitable level. The real problem comes if you buy a ship at a sky-high price against a charter at a very high rate and then the charterer defaults. Thats why the quality of your counter-party is so crucial. Even in the worst of times, Wah Kwong has found that reliable counterparties have seen it through. Tankers have not been subjected to the same level of default as the dry cargo market and no, we havent had any issues on that front, he says. It certainly becomes tougher when you are in a bad market and your charterer is losing money - you have to work even harder to ensure there
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are absolutely no excuses for you to be put off-hire. Fortunately, our charterers are all with long term partners and we have ridden the highs and lows together. It is perhaps those deep ties with Chinese mainland charters that keeps Wah Kwong firmly on Hong Kong soil as its European peers have been increasingly lured to Singapore. Singapore has the refineries and a lot of oil companies have long had their regional base there. Also, Singapore has been a major ship repair centre and tankers do actually go past the port, so there are plenty of logistical reasons to run a tanker operation from there. However, Hong Kong is better located geographically for China and North Asia and that is one of the reasons we have a large number of Chinese shipping companies moving here, combined with the fact that we are still the leaders in shipping finance and have a recognised legal framework. For Wah Kwong, tankers are just part of our business and none of our customers are in Singapore. Hong Kong is our home and it is inconceivable that we would consider moving, pronounces Mr Huxley. Perhaps the only area in which Mr Huxley has moderated his
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stance in the face of an increasingly difficult market is that of market consolidation, which he dismissed in 2010. I think there will be some consolidation in the tanker sector, he concedes. And the latest takeover of Saga by Double Hull Tankers proves it is alive and well. I cant see a prolonged shipping downturn happening without John Fredriksen picking up a few choice companies as they come available either. Cash rich companies will always be there for good deals- whether it is taking over a company or buying a block of ships as in the case of the sale of the Cido tankers. It all depends on what is the best value, he says. Tanker operators generally might be having a bad time of it but a passing mention of business at Wah Kwong at the time of this interview might seem to belie that fact. We had a VLCC come free last month and we fixed her for eighteen months at a profitable rate. We have another VLCC coming free at the end of 2012, so its too early to start thinking about her, but she was acquired at a low price and has been gainfully employed all her life, so there is a fair bit of cash in the ship, Concludes Mr Huxley. ]
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products fleet on track to grow at an even more rapid rate of 7.7% (8.2m dwt). The overall projected growth rate has risen since last month [April]: with higher than expected deliveries of crude tankers in the year to date, the overall tanker fleet is set to increase by 7.5% year-on-year, Clarksons said. Despite the bleak picture, practitioners as opposed to analysts see some reprieve by 2012. In June, as part of a Capital Link Shipping tanker webinar, Tsakos Energy Navigation chief executive George Saraglou maintained that the plunge in orders so far this year would lead to an improvement in the market as early as 2012. Teekay Tankers chief executive Bruce Chan agreed that the supply side was going to be better in 2012 onward and concluded that it was a just a matter of surviving the onslaught this year. With few options for improving income the emphasis will have to be on saving for the rest of the year. Slow steaming has become as important for tankers as boxships, despite suffering more resistance from charterers. Even so it is likely there will be an increasing amount of slow boats to China and elsewhere for the foreseeable future. ]
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Conservative good
None of the lines can be said to be in a comfortable position but they have born up better than many other international operators so far. Analyst Moodys stated in June that Japans elite trio had been affected less than other shipping companies because of their strong relationships with customers, their diverse fleets and a preponderance of long-term contracts. It has always been the way. And despite the braying of international shipowners and speculators when shipping cycles are at their peak, Japanese shipping operators have been happy to turn a more modest profit more consistently based on the attributes cited above.
Conservative bad
However, such conservatism has not worked for the lower profile
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Table1 Reduction factors (in percentage) for the eeDi relative to the eeDi Reference line
Phase 0 [1 Jan 2013 31 Dec 2014] 0 n/a 0 n/a Phase 1 [1 Jan 2015 31 Dec 2019] 10 0-10* 10 0-10* Phase 2 [1 Jan 2020 31 Dec 2024] 20 0-20* 20 0-20* Phase 3 [1 Jan 2025 and onwards] 30 0-30* 30 0-30*
ship Type
size
Bulk Carrier
20,000 DWT and above 10,000 20,000 DWT 20,000 DWT and above 4,000 20,000 DWT
Tanker
Reduction factor to be linearly interpolated between the two values dependent upon vessel size. The lower value of the reduction factor is to be applied to the smaller ship size.
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eNdMeNts to
and above to satisfy the required EEDI which is determined by multiplying the reference line value (an average EEDI value of existing ships according on the size and ship type) by the reduction factor. The reduction factors are to become more stringent step by step. Table 1 shows the reduction factors of bulk carriers and tankers, which depend on the size of ship and the time of building contract, and Figure 1 shows the concept of the EEDI requirement. The EEDI can be categorized as one type of technical performance standards for new ships, and this type of regulation (technical performance standards for new ships) has been widely used in the field of safety and environment protection by IMO. Mandatory technical performance standards for ships means setting certain performance criteria in the form of regulations that ships shall comply with. The mandatory EEDI requirement is no different from other regulations developed by IMO, in the sense that certain performance standards are set and that ships shall do something technically in order to satisfy such standards.There are many options to satisfy the required EEDI, and shipping companies and shipbuilders can decide their own optimum technical solution for their newbuilds.Simply put, a low-tech solution (design speed reduction) and application of new technologies are available to improve the EEDI. The first type of solution (design speed reduction) is effective because the EEDI value is largely influenced by the ship speed, which appears in the denominator of EEDI formula, and the necessary power to enable such speed, which appears in the numerator of EEDI formula. The value of EEDI can be improved considerably by the reduction of design speed, since the necessary power is reduced by the cubic ratio of speed reduction. As regards the second type of solution (application of new technologies), there are numerous combinations of available and effective technologies. Normally, shipping companies and shipbuilders would discuss, during the early design and newbuilding negotiation stage, the selection of the technologies that would be applied in their new ships. The initial cost increase and the cost saving through the reduced fuel consumption would be the primary focus in the design stage; a possible investment criteria would be that the initial costs for newly applied technologies would not exceed the benefits of fuel saving (e.g., present value of saved fuel costs for several years). Table 2 shows the example of estimation for EEDI improvement potential. In fact, ships can satisfy the requirement of EEDI in cost-effective manner, without counting on the first option, i.e., the reduction in the ship speed and installed engine power. Optimum solutions, which may be the combination of the first
May/June 2011
and the second solution, varies according to each ship. Shipowner, operator and shipbuilder would discuss together and determine the optimum solution to satisfy the EEDI requirement. Such discussion would not prefix the speed reduction option as the sole solution; if the speed reduction causes longer lead-time, and if the ship is to carry time-sensitive cargoes, both shipowner and operator would hesitate to choose this option. However, if the lead time can be maintained because longer ocean voyage time is compensated by more efficient port services by the use of, e.g., the port entry reservation system which would reduce the offshore waiting time for incoming ships. In such a case, the speed reduction would not affect the quality of shipping service, and the stakeholders may choose such option. The draft amendments to MARPOL Annex VI do not prejudge specific measures to satisfy the EEDI requirement. However, there are a few critics who highlight that the mandatory EEDI requirement will result in a drastic reduction in installed power, in order to comply with the required EEDI. As mentioned above, speed reduction is one of effective measures. However, optimum speed for newly built ships would be decided by consultation among shipowner, operator and shipbuilder at design stage, taking into account the envisioned operational pattern and business model of each particular ship. Shipowner, operator and shipbuilder are not so stupid that they plan to build a ship whose speed cannot maintain the quality of service and put the ship at risk of safety. In addition, as a safeguard for potential risk that the ship with excessively low speed is designed and constructed, the draft amendments to MARPOL Annex VI includes a regulation: For each ship to which this regulation applies, the installed propulsion power shall not be less than the propulsion power needed to maintain the manoeuvrability of the ship under adverse conditions, as defined in the guidelines to be developed by the IMO. The draft guidelines will be considered at MEPC 62 and these guidelines will be further developed through input from all concerned parties. It is a primitive mathematics that the value of EEDI is improved by speed reduction. All qualified naval architects know it. However, whether they would use the speed reduction as the option in their newbuilds is a different matter. There is nothing wrong, as far as the global environment is concerned, in that the ship would run with slower speed with smaller power, as such ship, not only being certified as having lower EEDI value, would burn less fuel and emit less CO2. However, any naval architects know that simply slower ships would not be well received by ship owners/operators. That is why ship designers and naval architects all over the world, while being aware of the existence of the easy-way-out (speed reduction), have been seeking the optimal design using various technologies, without lowering the service quality and profit potential of ships, which would have a lower value of EEDI and at the same time reduce the fuel consumption in operation. Maritime industries have been using the EEDI in trials and on
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amjapan
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Table 2 Estimation for EEDI improvement potential by the application of the energy-saving technologies (Dry cargo carrier (77000DWT))
Component of resistance and propulsion Reduction of air and wind resistance Expected year Improvement effect the improvement of each reaches the technology(%) maximum 30 5 10 2 8 4 4 4 2019 2012 2020 2013 2013 2024 2013 2013
O O O O O
New technologies
2013-2017
2018-2022
2023-2027
Reduction of friction resistance Improvement of propeller efficiency Improvement of propulsion efficiency by shape of stern Waste heat recovery
Air lubrication method Stern duct CRP Sprit stern Stern duct Sprit stern Post-swirl system
O O
O O O O O
95,127 -
a voluntary basis for several years. Some shipping companies have already published a concept of low-EEDI ships whose energy efficiency is considerably improved. Some shipbuilders also have completed the conceptual design of ships that will contribute to the economies of shipowner and operator. Furthermore, some classification societies, including class NK, DNV and GL have started issuing the EEDI certifications for trial. The EEDI concept was developed four years ago, and since then has been fine-tuned and tested by various stakeholders including the industries and the maritime administrations. As a cumula-
tive result of the international efforts of more than four years, the amendments to MARPOL Annex VI will be discussed for adoption at MEPC 62 held from 11 to 15 July 2011 at IMO headquarter. The draft amendments to MARPOL Annex VI have been carefully developed to improve the energy efficiency of ships without imposing an excessive burden on the maritime industry. Japan believes that adoption of the draft amendments to MARPOL Annex VI will contribute to the economy of shipowners and operators and enable the international shipping sector to achieve CO2 emissions reduction in an effective manner. ]
www.hamworthy.com
Oil & Gas Systems Pump Systems Water Systems Inert Gas Systems Hamworthy Services
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we will be expanding the range of our activities, this is aimed at providing better service and meeting the growing needs of the global maritime industry. Another reason for the need to breakdown the service offerings that ClassNK have is the increasing willingness of Japanese Maritime industries to seek out new technologies. The Japanese maritime cluster, and Japanese shipyards in particular, have the greatest potential to contribute to wider industry efforts to reduce greenhouse gas emissions, says Mr Ueda. The 22 different projects already being carried out by the Japanese maritime industry as part of a national project to reduce maritime GHG emissions are a perfect example of the way that the Japanese industry is taking a leading role in these efforts. While addressing the challenges of reducing maritime GHG emissions will require a global effort, and I applaud all such efforts being undertaken around the world, I know of no other such programme on the planet that compares in terms of size, scope or practicality to the efforts being undertaken by the Japanese maritime industry, he concludes. With cutting edge technologies like air lubrication and hybrid power systems already being outfitted on actual vessels, Japanese yards look set to lead the way with regards to emission reduction in the short term, and ClassNK is proud to be part of it. ]
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This means there is increasing interest in the Cyprus flag by Asian owners, Mr Pamboridis says. Cyprus has already started to call itself the Shipping Metropolis of Europe. While this might provoke cries of foul by its Greek neighbours, government figures show there are around 130 Cyprusbased shipping, ship management and shipping related companies who employ 60,000 seafarers and 4,000 shore-based personnel. Currently, about 4% of the global merchant fleet is managed from Cyprus, while the industry contributed about 5% of GDP last year. This comes at a time when energy companies are looking with mounting excitement at what are considered to be vast natural gas reserves in the eastern Mediterranean. Estimates suggest that the Leviathan gas field, which lies south-east of Cyprus, has around 2trn cu m of gas, making it the biggest find by US-based gas and oil company Noble Energy. The firm is expected to start exploratory drilling of this and neighbouring offshore blocks either by the end of this year or early 2012. Mr Pamboridis says if early estimates are correct Cyprus would only use one tenth of the reserves in the next 50 years. He adds that while there was no legal requirement to use Cyprus flagged vessels, such as offshore supply ships, the exploration and development of these offshore fields would spur the countrys maritime sector. The only issue that could spoil the ongoing renaissance in the Cyprus flag is the continuing ban on Cyprus flagged vessels calling at Turkish ports. Mr Pamboridis says a lifting of the ban would be conditional on Turkey joining the European Union.]
May/June 2011
asiamaritime
mamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamamam
But Asia is a vital market for the registry, and one where we are growing in strength on a daily basis, both in terms of existing tonnage and newbuildings. Japanese vessels, for example, have been registering with Liberia for over forty years, and executives from leading Japanese shipping companies have confirmed that they expect to see a further increase in Japanese ship registrations with Liberia. LISCR has a dedicated office in Tokyo and, fittingly, last year it was a Japanese vessel which took the registry over the historic 100m gt mark. Liberia is expanding its business throughout the Far East and is continuing to attract new business there because of its outstanding record for safety and service, and the proactive support it offers to owners in the region, he concludes. ]
ship masters, since 2010, says Scott Bergeron, chief operating officer of the Liberian International Ship & Corporate Registry, the US-based managers of the Liberian Registry. Given the recent interest by governments and shipping industry associations in the use of armed security personnel on ships, the Liberian Registry proposed that IMO undertake this work, as the competent UN agency for such matters, and provided its guidance to IMO for consideration by the MSC Working Group on Maritime Security and Piracy. The guidance includes sections on risk assessment, selection criteria, liability, command and control, management and use of weapons and ammunition at all times when on board and rules for the use of force as agreed between the shipowner, the private maritime security company and the master. To expedite finalisation and promulgation of the guidelines, an inter-sessional meeting of the MSC Working Group on Maritime Security and Piracy is proposed for September 2011 to review the guidelines for any amendments. Representatives of the Registry will participate. The Liberian Registry is working with the naval forces in piracy-affected areas to improve compliance of its registered fleet. It strongly urges shipowners and their masters to follow Best Management Practice, says Mr Bergeron. Meanwhile, the Liberian Registry is keen to get the message out to new clients and new ships as well as offer a wide range of services that can be found with one of the largest registers. Greece and Germany have traditionally been strong supporters of the Liberian flag, and continue to be so, says Mr Bergeron.
May/June 2011
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amcar carriers
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nyK line and Mti will aim to develop an even larger solar power generation system for vessels, while Khi will seek to commercialize the hybrid power supply system for vessels.
hybrid power supply system for vessels through the use of its selfdeveloped large nickel hydrogen batteries known as Gigacell; and ClassNK is supporting all these projects as part of assistance provided through a joint research scheme based on industry demands. Charging and discharging a fluctuating amount of solar power generated by this hybrid power supply system will stabilise the supply to the vessels electrical power system. This will also minimise output fluctuations from the diesel power generator and secure a stable power supply. Shipboard tests on Auriga Leader will continue in the weeks to come with the aim of achieving a stable power supply under harsh marine conditions through the combination of solar power generation and the hybrid power supply system, and the effects will be verified. Based on the experiment results, NYK Line and MTI will aim to develop an even larger solar power generation system for vessels, while KHI will seek to commercialize the hybrid power supply system for other ships.]
Photovoltaic problems
The power generation and endurance of the photovoltaic panels on Auriga Leader have been undergoing shipboard tests since the completion of the vessel on December 19, 2008. The tests have shown that providing a stable power supply from the photovoltaic panels can be difficult because even a slight change in the weather may have a significant effect on the amount of power generated. It was also found that attempting to make the solar power system bigger to gain more output and to increase its dependency could result in problems with regard to stable operations due to fluctuations in the power supply.
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the earthquake and tsunami in Japan has wreaked havoc in the car carrying business but emerging markets indicate a bright future
According to the latest figures available vehicle and auto parts exported from Japan in April were all but wiped out by the continuing fall out from the devastating earthquake and consequent tsunami of March 11. Just 126,061 units left Japan in April, a fall of 67.8% compared to the same month in 2010. Buses were the most seriously affected vehicles, witnessing an 83.2% fall off from the year before. But the signs are that Japans auto industry may now be over the worse. On June 13, president of Toyota Motor Corporation Akio Toyoda declared on the company website: Production in Japan is expected to return to 90% of normal levels in June. From July and after, the degree of production recovery will depend on the model, but production volume is expected to have recovered to almost normal levels. And, it is hoped to be able to make up for lost production from around October. However, Toyota appears to have been the least affected having lost only 20% of production in April. But Mitsubishi, which was hit by a 70% drop in production, shares Toyotas optimism that production will be close to normal by the fourth quarter. Further evidence that in the short-term cargo flows are accelerating comes with K Lines u-turn on its earlier decision to lay up two vessels in May and MOL reconsidering a similar move. Nevertheless the impact on the trade is bound to lead to a drag on full fiscal year figures come next spring. NYK, the largest of the Japanese car carrying firms in terms of capacity, downgraded its volume forecasts in May by 26% for the period until October and 11% or 2.8m units for the full calendar year. MOL said it could be carrying up to 30% less vehicles over the same period. And does not seem to anticipate much growth beyond this year. The company currently operates 114 PCTCs but despite a slew of new vessels joining the fleet this year and next, it only expects to be operating 110 ships by the end of 2012.
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years. When this happens, exporters will need reliable liner services and will have to focus more on the quality of their logistics. This means that RORO carriers will have to dedicate a service for Chinese exports and this also means that the freight rates will be higher, he adds. Out of the water WWL is growing a strong distribution network within China, offering an inland network through a joint venture with Citic. We operate three technical services centres in Shanghai and Tianjin and will continue this development in other major ports in China, he says. Our customers are based on the four major automotive clusters Guangzhou, Shanghai, Tianjin and Dalian. All logistics modes are utilised in China. Waterways are very well utilised on the Yangtze River, and trains are quite well utilised in northern China. So prospects are good but the car carrying business is yet to get back to the glory days of 2008. When might that be? I am not sure whether volumes can reach 2008 levels before China automakers penetrate European and American markets and start mass exportations. 2013 could be optimistic but 2015 might be a more realistic date, Mr Xavier concludes. ]
May/June 2011
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ammalaysia
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also the damage to other nuclear plants. Furthermore, the long-term impact of the Fukushima shutdown and the resulting slowing of growth of nuclear power will also increase global LNG demand by 25m mtpa (equivalent to 3.2 Bcf/d of gas) to 401m mtpa by 2020, up from previous estimates of 378m mtpa, the company predicts. The immediate effect of the Japanese disaster has been a marked increase in short and medium term charters. After the incident, the number of LNGC sailing to Japan surged 29% since April and brokers also reported ship unavailability as most ships were locked for short and project term charter. Given the size of Japans LNG receiving facilities and those of China and the emerging nations in Asia, there has been a spike in orders for LNG carriers in the 145,000 cbm to 160,000 cbm range, with the prospect that Nakilats fleet of 220,000 cbm to 260,000 cbm vessels will continue to struggle for employment. On prospects of MISC joining the market for new vessels the company says, As mentioned earlier, MISC takes a prudent stance in the building of our LNG fleet and thus, the expansion depends on the project requirements.
In any event, MISC reviews its fleet deployment plan from time to time, and may embark on a LNG fleet expansion if it is supported by firm demand of new shipping requirements or LNG offshore technology solutions such as floating, storage and regasification units and other floating LNG projects.
asiamaritime
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There appear to be some complex issues involved in intraAsia trade today. On the positive side there continue to be an increasing number of free trade agreements being signed between China and its partners in Asia. Less positive perhaps, is the charge to intra-Asia trade by players better known for Asia-Europe and Asia-US trades. There also seems to be a slim threat to the business from Chinas move to build expressways from home to Indochina. But MISC is confident that its fleet of boxships is pitch perfect for the conditions. From our perspective, driven by the regions fast developing emerging markets and economies, and coupled with Chinas strong presence in Asias economic growth moving forward, the intra-Asia trade-lane will continue to be a beacon among other trade-lanes in the years to come, the company says. No doubt, the cascading of excess and larger tonnages for Asia-Europe and Asia-US trades will have an impact on intra-Asia trades. However, these larger vessels will be limited in their coverage as many port facilities and infrastructure in the intra-Asia region are still limited to handling nothing bigger than panamax size vessels. Furthermore, although the current overland development between areas in southern China and neighbouring countries within Asean have begun in earnest; cross-border volume and road / rail haulage of containerised cargo is still insignificant as they are compounded by various customs, border and infrastructure restrictions. Comparatively, it is still more cost effective to ship cargoes directly to the ports, which are closer to consumer markets, MISC concludes. ]
May/June 2011
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been making direct calls to the new terminal on their way to Europe since January this year. But Tan Cang Cai Mep is just the latest in a slew of terminals that have opened in the south of the country under the umbrella of the government nominated Cai Mep-Thi Vai Deep Sea Port Development Project. An A to Z of leading global port operators has jointly financed other projects. Hutchison Port Holdings joined up with Saigon Investment Construction and Commerce in the establishment of Saigon International Terminals. And HPHs rival and minority shareholder PSA sits close by at the SP-PSA terminal, courtesy of a joint venture with Saigon Port and local shipping line Vinalines. The list goes on: DP World has its stake in Saigon Premier Container Terminal with an estimated eventual capacity of 1.5m teu. APM Terminals has recently completed its Cai Mep International Terminal and begun operations at the 1.1m teu facility. Although, thus far NYK has been left out in the cold as far as priority bookings at southern ports is concerned it is eagerly eying logistics opportunities in neighbouring Cambodia. The market in Cambodia is set to expand in the next two-three years by Japanese and
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In the coming issues of Asia Maritime youll find in-depth features on Asias most important maritime nations and those emerging. You will also gain important insights into industry sectors and the regions most important figures. For our regular columns we shall be trawling industry sectors deep and wide. As a result, youll find stories on the environment, logistics, industry and personal profiles, innovations, an in-depth investigation into a high-profile industry concernAnd a great deal more, all written in a direct and entertaining way so that you will find that Asia Maritime is not just a must-read but a want-to-read publication! Coming in Asia Maritime in July/August 2011 Russia/Australia/Marine Law/Shipmanagement Middle East/Special Innovations pull-out
amtechnical
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porary technologies and to set specific competence requirements for personnel serving onboard different types of tankers, including guidance relating to CBT. Captain Mahapatra listed the key benefits of the STCW amendments including the introduction of training in modern technologies and the acceptance of modern training methods. However the IMO is reserving judgment as to what the future holds. According to the spokesman, The actual impact of specific amendments on training, and training providers, will be something that will only be seen once the amendments take effect. Shipowner groups have responded positively to the amendments and to the impact they will have on seafarer training regimes, which could represent the beginning of a period of significant change. James Langley, senior advisor for the International Shipping Federation (ISF) and the International Chamber of Shipping (ICS), says, The industry has perhaps not embraced CBT as much as many people expected, but the STCW amendments might mark the start of something different. Mr Langley highlights the requirement for refresher training, which has not been included in STCW before. He says, CBT could well come into this. For example, it might be possible for an online assessment to see if a particular crew member needs to demonstrate further competency and undertake refresher training. There are other elements of the amendments that could also give impetus to CBT adoption. Mr Langley says, Certainly, CBT would become increasingly popular and, for areas like ECDIS which beMay/June 2011
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come mandatory for many vessels in 2012, much of the training could be done onboard with CBT technology. He continues, Onboard training makes sense for shipowners and seafarers as it is less costly and less disruptive. It is one way of ensuring a happier crew, as seafarers appreciate the ability to have training onboard rather than ashore and it might provide a simpler way of getting additional training, aiding continuous professional progression. The ICS/ISF and their members are now discussing the implications of the Manila amendments with administrations, with a view towards ensuring a unified, common interpretation. Mr Langley says, The industry has to work together and administrations have a key role to play. Once administrations have set out their position on various issues, then shipowners will be better able to develop onboard training strategies around the revised STCW requirements. Overall though, Mr Langley cautions against thinking that the implementation of the revised STCW next year will have an instant impact on current training practices. This is a stepping stone, not a major step forward, certainly as far as onboard training using CBT is concerned, he suggests. Nonetheless, leading maritime training providers are confident that the new regulations will give impetus to more modern, cost effective and crew-friendly methods of training. Roger Ringstad, managing director of Seagull AS of Norway, says, We think this is a significant piece of regulation. While it is an evolution from past STCW versions, there are areas where it will have a particularly high profile impact, for example ECDIS training. The revised STCW is much clearer on this, setting out new requirements relating to training in modern technology such as Electronic Chart Display and Information Systems, which will become mandatory on new tankers from 2012. Seagull also notes that there will be new certification requirements for able seafarers. Up to now onboard competence verification has largely been restricted to officer level. However our reading of the amendments is that there will be an extension to include able seafarers as well, says Mr Ringstad. He continues, Certainly we expect this regulatory initiative will open up a greater requirement not just for training, but for re-training as well. It is perhaps not a revolution, but in some areas we will see a greater focus on onboard CBT and distance-based learning as a result of the changes made through the amendments. Seagull is now preparing to meet the changing requirements of shipowners and operators in the wake of these latest STCW revisions. Mr Ringstad notes. We started last year a systematic review of all our training modules to see where revisions might be necessary.
May/June 2011 As a result of the STCW amendments onboard training will regain its importance
As a result we can see that we will need to look deeper into certain areas and we have begun that process. Updating the companys existing range of CBT modules to take advantage of the opportunities that are likely to open up for training providers will be a gradual process. As Mr Ringstad points out, the revised STCW has a fairly wide implementation window stretching from 2012 to 2017. One area of concern that is highlighted by Seagull is the need for flag states to harmonise their approach to the revised STCW. Flag states are not always in complete agreement with one another as to how regulations should be implemented and this is a headache for ship owners and operators, as well as for training providers such as ourselves. In the past we have seen regulations implemented differently from one flag state to another, and we hope this will not happen in this case. While regulations are an important driver behind the greater adoption of onboard CBT and distance learning, there are other factors that are also likely to encourage more shipowners and operators to embrace this approach. If you do training onboard you can use the actual equipment concerned, so it is widely agreed that this is the best way to go about training and companies like Seagull can provide the necessary structure, says Mr Ringstad. It is also more cost effective and surveys from the Nautical Institute have shown that seafarers are keen on onboard training as otherwise training can eat into their valuable leave time. With the recruitment of seafarers in some sectors of the shipping industry still proving problematic, ensuring they can spend more quality time with their families could become an ever more important consideration for owners and operators. ]
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amship's store
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reducing crane MTM geTs The operaTion risk nod froM dnV
lloyds regisTers Knowledge Based Management team (KBM) has successfully created a pilot risk-based inspection and maintenance programme for Modern Terminals Limiteds (MTL) quay side and rubbertyred tire gantry cranes in Hong Kong. MTL operates four Container Terminals 1, 2, 5 & 9(S) in Hong Kong. At all these facilities, the management of equipment inspection and maintenance programmes is critical to continued effective operation. After MTL commissioned Lloyds Register to develop a risk model for the equipment, the KBM team saw that their Arivu risk-based solution was well suited to the clients needs. The Arivu product is a softwarebased system that generates maintenance and inspection plans and maps them directly onto an organisations risk tolerance and financial objective framework. Initially, the KBM team worked to understand MTLs objectives and then used the Arivu software to create port crane models. These models delivered a tailored task plan for each crane that factored in the cranes design, usage, age and condition. The models were successfully piloted and, by using KBMs risk-based maintenance strategy, the clients maintenance costs were reduced and operational reliability strengthened. Kenny Lam, Engineering and Planning Manager for MTL, said the company was pleased with the result of the pilot project. In this pilot project, the KBM project team worked closely with us to develop the risk models for our port equipment, Said Mr. Lam. The KBM team gave us excellent support during the entire project and also devoted adequate resources to achieve each project milestone. ] MTM MeTalizing, a player in the thermal spray coating industry has won the DNV approval certificate for its thermal sprayed zinc coating procedure. DNV has approved MTM Metalizings thermal sprayed zinc coating technology for use in ballast tanks, double-skin spaces, cofferdams and other enclosed spaces, under the International Marine Organization Performance Standard for Protective Coating requirements. Mr Bill Jordan, General Manager of MTM Metalizing noted that zinc has extensive anti-corrosion qualities. Zinc provides greater galvanic protection than other metals such as aluminium. It is the easier of the two metals to apply by either flame or arc spray. It can be deposited onto steel via spraying which is what MTM Metalizing specialises in, explains Jordan. MTM Metalizing is the first metalizing company in the world to obtain a DNV Certification of Approval for its thermal sprayed zinc coating technology. The certification is valid until 31st December 2013. MTM Metalizing gained the certification after extensive testing including accelerated corrosion tests. This is believed to be the first Alternative Coating approval issued under the IMO guidelines. The application speed that the IMC-patented equipment produces allows the use of metalizing as a realistic alternative for ballast tank coating. ]
sor, the ORCA II unit, has been installed on several hundred vessels, and it complements our MBR biological membrane wastewater treatment units. In the ORCA III wastewater treatment system the sewage from the holding tank for black and grey water is transferred, using a macerator pump, to a sedimentation tank through a static mixer and flocculation dosing. In a separate second tank section the clarified liquid is re-circulated through a disc filter and the organic matter is oxidised with Hypochlorite, after which the clean wastewater is discharged overboard. ]
May/June 2011
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specifying the experience they must have in rank. They argue that there is a dearth of experience around, with so many senior officers retiring (it is worth asking them why this is the case!) and they cannot take the risk of their cargo ending up on the beach as a result of somebodys inexperience. It might appear a compelling argument, except that once again it treads on the owners clear responsibilities to man his ship with the people he thinks are competent and capable, and not those that might happen to suit the organisation which might charter his ship. Somebody has to employ a first trip mate or second engineer, master or cargo officer, and it is an outrageous liberty for a voyage charterer to start intruding into the specific manning of somebody elses ship. It is also making it nearly impossible to properly man ships, to determine a fair and responsible promotions policy, which will encourage the retention of good and ambitious officers. How does the employer reward talent and encourage good officers, if some charterer is allowed to influence the appointment of officers, rejecting those it deems are insufficiently experienced in their respective ranks? It is an unjustified infringement into the operation of another business that is not ones own and deserves to be robustly resisted by any shipowner with character. Is not this market dominance legally questionable? Now we have charterers telling owners not to employ armed guards aboard ships carrying their cargoes through pirate-infested waters, thus preventing the owners from exercising their duty of care for their employees, as they see fit. Will the charterers take responsibility for any consequences from their prohibition, if the ship is captured and harm comes to the seafarers? People who hire ships have no lack of contractual rights but the unbalanced market is enabling these customers to hugely increase their powers. Owners should tell charterers brokers to get lost when they submit unjustifiable demands. Maybe it wont always be the case that the charterer will always have the whip hand the cycles do come around and when this happens the ill-will that this sort of bullying control has generated will be remembered. ]
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customers are literally queuing out the door of western branded outlets. Through a series of free-trade agreements with Asean, China is rapidly becoming more than a sum of its parts. Inter-Asia is happening big time, Mr Lui declares. Extraordinarily ambitious government sponsored trans-Asian roads and railways will revolutionise business between China and its trading partners. We are most impressed by the expressways being constructed between China and Southeast Asia because the highway that connects Guangxi to Vietnam goes all the way up to Ho Chi Minh City and on to Laos and Cambodia. From there you will be able to cut across to Thailand and down to Malaysia and Singapore, he says. When that is built in three to four years there will be an immense amount of trade between China and Southeast Asia. Smallscale production will eventually migrate from China to Southeast Asia. China will concentrate on large-scale mass production and customisation. Each market will start to differentiate while working as a tightly integrated manufacturing network, he concludes. ]
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amimo
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Marshall Islands register said recently that the register was not prepared to sign any document endorsing the use of armed guards on vessels or indeed prohibiting their use. At the same time, he said such measures were now necessary in what was in all likelihood to become a shooting war in the near future. However, as Mr Maitland pointed out, once an escalated shooting war begins, seafarers are going to be exposed to friendly as well as hostile fire. One wonders how industry spokespersons will react when the casualty list begins to rise. The MSC also agreed guidelines to assist in the investigation of crimes of piracy and armed robbery against ships that are intended to assist an investigator to collect evidence, including forensic evidence, to support the submission of written reports which may assist in the identification, arrest and prosecution of the pirates that held the vessel and crew captive. International Chamber of Shipping secretary general Peter Hinchliffe says: ICS is very pleased to see that the IMO has endorsed two important sets of guidelines on the use of armed guards, one for companies and one for flag states although both need further development this year. It is pleasing that the legal pitfalls in the employment of private armed guards have also been recognised and that further work will be done on this. ICS believes that a robust international signal is required to demonstrate that further acts of piracy and the use of violence are not acceptable. In particular States are urged to take action to prevent further mother ship activity and to seek UN Security Council action to create a blue beret force of armed guards to be deployed to vulnerable ships. ]
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amgreen page
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Cargotec sales director Johan Ericson says: The MacGregor material handling system is designed to overcome the problems that can be caused at bulk cargo loading terminals by the length and width of a vessel. It makes it possible for the shore-based loader to operate at a single point along the vessel, removing the need to move the loader, or the ship, or even both, during the loading process. Mr Wold says: Our goal was to combine proven systems and design concepts to demonstrate how fuel costs can be reduced and loading efficiency improved. The designers canvassed opinion from shipowners, cargo owners and brokers to ensure the project was consistent with market demand, while designing the vessel for a recognised iron ore trade - from Australia to China. Ecore is grounded in market reality and applies existing technology to real-world issues, Mr Wold adds. The concept specifications feature a 250,000 dwt vessel with a length of 330 m and a loaded draught of 18 m operating at a loaded service speed of 14.9 knots. The vessel features a ship-to-ship LNG and fuel oil bunkering system for locations off Shanghai or Western Australia. DNV estimates it would take nine to 15 hours to bunker the vessel with around 4,000 cu m of LNG. Mr Wold says that with a single cargo hold, the cargo centrehold layout and midship-form was developed to minimise the need for ballast, and enable more efficient cargo handling and allow space for LNG tanks to be stored below the main deck. ]
May/June 2011
asiamaritime
ambrief encounters
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He is very able at merging and demerging with much bigger companies. He has sold and resold companies like B Associates or B PR or some variation on that theme many times. He seems to profit from the knowledge that the big battalions never quite get shipping and transport, nor do they manage to proceed beyond the oily rag image that more or less prevails in the world for the industry. For Bernie Bs success rests on something like an innate ability to turn a profit married to the wonder and enthusiasm of an industry nerd. He is still something of a ship-spotter. He can still be found at the end of a quay scrutinising a ship. His address book of people who really know ship construction is a legend. He is rumoured to be in negotiation with a large PR conglomerate that is anxious to get into shipping. Will it be a deal too far? Will the man with the goatee prevail? How much longer can his liver endure the abuse? When will the Tai Tai get her way and force him to retire? All very hard to saysuch is the highwire act of Bernie B, dean of the PROs.]
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Birth of noL
NOL began life in December 1968 as Singapores national shipping line, wholly-owned by the government just as it was becoming clear that containerisation was the way of the future. Today, NOL group has grown to be a major force in global container transportation and logistics through its industry-leading container transport brand APL and its supply-chain management arm APL Logistics. The group now transports more than 2m feu annually. The companys initial fleet of five vessels faced tough competition from well-established players during those early days including large British and European consortia, which had dominated the major trade routes since the 1820s. Against tremendous odds, NOL charted a path of growth - expanding into new trades with new services. By 1973 the companys
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ASIA
TPM Asia presents a series of in-depth sessions with top-level speakers focusing on container trade and logistics in the Europe-Asia, Trans-Pacic, and Intra-Asia markets, from an Asian perspective. This conference will address these issues head-on, with keynote speakers, roundtable discussions and formal presentations. The objective is to give shippers, carriers, 3PLs, terminals and other industry professionals a detailed brieng on a range of urgent issues affecting container shipping and logistics in Asia.
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