Shipgaz 1/11 by Henrik Bergqvist

Price EUR 12 No 1 – February 11, 2011 www.shipgaz.com

New Meets Old on the Allure The Allure of the Seas has innumerable state of the art high-tech applications on board, but they will never replace the human touch of good old seamanship.

Irrational lifeboats

The man behind Allure

Lifeboats and irrational thinking have been closely associated for more than a century, writes Bob Couttie.

Few naval architects are as dedicated to their trade as Harri Kulovaara, who is the father of the Oasis class.

The front page picture is sponsored by Grimaldi. Photo: Pär-Henrik Sjöström

Focus on onboard equipment:

4URKU (ELSINKI 3TOCKHOLM /XEL SUND

(ELSINGBORG -ALM

FOR DIESEL ENGINE MAINTENANCE

Adress: P O Box 370, SE-401 25 Göteborg, Sweden Phone: +46-31-712 17 50 Fax: +46-31-80 27 50 E-mail: info@shipgaz.com Internet: www.shipgaz.com ISSN 2000-169X Editor-in-Chief/Publisher Rolf P Nilsson +46-31-712 17 65, rolf@shipgaz.com

Assistant Managing Director Lars Adrians +46-31-712 17 73 , lars@shipgaz.com

Assistant Editor-in-Chief Anna Lundberg +46-31-712 17 63, anna.lundberg@shipgaz.com

Marketing Manager Tomas Lindberg +46-31-712 17 71, tomas@shipgaz.com SALES REPRESENTATIVE, GERMANY:

Tobias Herrmann, Lübeck +49-4541-86 02 21 tobias.herrmann@shipgaz.com EDITORIAL STAFF:

Pierre Adolfsson, Göteborg, Sweden pierre@shipgaz.com

Bent Mikkelsen Ringkøbing, Denmark bent@shipgaz.com Pär-Henrik Sjöström Turku, Finland par-henrik@shipgaz.com ART DIRECTOR:

Olle Paulsson, olle@shipgaz.com

Dag Bakka Jr Bergen, Norway dag@shipgaz.com

PRINTED AT:

Fredrik Davidsson, Göteborg, Sweden fredrik@shipgaz.com

For further contact details, please visit www.shipgaz.com

THE BEST INVESTMENT FOR YOUR VESSEL - PUTS YOUR DIESEL AHEAD

AB Danagårds Grafiska, www.danagards.se

WE ALSO CARRY OUT THE WORK, IN-SITU OR IN OUR WORKSHOPS WORLDWIDE SALES AND SERVICE NETWORK

Magnus Hägg, Göteborg, Sweden magnus@shipgaz.com

FRONT PAGE PICTURE

Grimaldi Lines is the leading ro-ro multipurpose carrier in its trading areas. Grimaldi Lines provides regular services between North Europe, the Mediterranean, West Africa, the East Coast of South America and Intramediterranean. The new generation of ro-ro multipurpose vessels of the Grimaldi Group is highly technological and provides for reliable and high quality services. Read more on www.grimaldi.co.uk

THE OPTIMUM SOLUTION

No 2 is published on April 15.

Focus on onboard equipment:

New Meets Old on the Allure The Allure of the Seas has innumerable state of the art high-tech applica-

tions on board, but they will never replace the human touch of good old seamanship.

Irrational lifeboats Lifeboats and irrational thinking have been

closely associated for more than a century, writes Bob Couttie.

The man behind Allure

Few naval architects are as dedicated to their trade as Harri Kulovaara, who is the father of the Oasis class.

by Grimaldi. Photo: Pär-Henrik Sjöström

NEXT ISSUE

Price EUR 12 No 1 – February 11, 2011 www.shipgaz.com

The front page picture is sponsored

A subscription to Shipgaz gives you six issues per year and a weekly newsletter by e-mail for only EUR 80 per year (plus shipping). For further subscription details, visit www.shipgaz.com/subscribe or Phone: +46 770 457 114 E-mail: kundtjanst@titeldata.se Web: www.prenservice.se

For 2-stroke & 4-stroke engines Valve seat grinding/machining Valve spindle grinding Cylinder liner honing Sealing surfaces grinding/machining Portable lathes for various purposes Special machines for workshops

CHRIS-MARINE ® HEAD OFFICE AND SUBSIDIARIES: SWEDEN Chris-Marine AB• +46 - 40 671 2600•info@chris-marine.com DENMARK IOP Marine A/S•+45 - 4498 3833•contact@iopmarine.dk SINGAPORE Chris-Marine (S) Pte. Ltd.• +65 - 6268 8611•chrism@chris-marine.com.sg GREECE CM Hellas Ltd.• +30 - 210 482 6060•info.gr@chris-marine.com P.R.of CHINA Chris-Marine Rep Office Shanghai•+86 - 21 6575 9331•info.cn@chris-marine.com RUSSIA Chris-Marine Rep Office St. Petersburg• +7 - 911 908 5482•info.ru@chris-marine.com INDIA Chris-Marine Rep Office India• +91 - 712 224 2719•info.in@chris-marine.com

4 SHIPGAZ NO 1 2011

Intro FEATURE

New, long and old giants WELCOME There are quite a few record holders in this issue. We have been taking a good long look at the onboard technology of the Allure of the Seas, largest of all in several ways. A rewarding task, since the latest technology is what binds together all that happens on board the giant cruise ship. The Retro section is dedicated to some of the most legendary of all ships: the ocean liners of the Transatlantic trade. In the early decades of the previous century, the liners were proud national symbols in the competition between the most powerful states, in a time when nationalism predominated.

»The liners were proud national symbols in the competition between the most powerful states«

Another construct of giant proportions is the Nord Stream gas pipeline. Shipgaz went on board the pipe hauling Maersk Fetcher to follow the progress of the project. Doing the onboard work is a crew with some very different personal stories to tell. Peter Hinchliffe, Secretary-General of ICS and ISF, came by our office the other week, giving us the chance to have an intriguing discussion with the man that is at the very top of maritime legislation. When the Titanic sank with the loss of 1,500 passengers and crew the lifeboat requirements were based on a vessel’s tonnage, not the number of people who may need to be saved, writes Bob Couttie in his column. Today, there is still a tragically close connection between lifeboats and irrational thinking.

ASSISTANT EDITOR-IN-CHIEF Anna Lundberg anna.lundberg@shipgaz.com

REPORT Meeting Peter Hinchliffe is to talk to a man that is clear, open-minded, committed and has a lot of knowledge and experience to share. PAGE 43

SPOTLIGHT SAFETY 90 per cent of life boat release hooks would fail the test. The gap between compliance and safety injures and kills seafarers at an alarming rate. PAGE 23

REPORT The list of projects funded by the Norwegian NOx-fund is long by now. It is high time for the same scheme for the Baltic, said an expert to Shipgaz. PAGE 16

NO 1 2011 SHIPGAZ 5

Intro »With the escalating violence we see today, we will sooner or later have to face a major tragedy« EDITORIAL PAGE 7

In this issue 10 “A cruise ship designer must think outside the box” 14 A combat plan to end piracy 16 NOx fund – The Norwegian forerunner 18 Baltic Sea NOx fund necessary 20 Dressed for success: Danish growth with DIS 23 Irrational lifeboats 26 Pipe by pipe 43 Peter Hinchliffe: On top of regulation 46 Port Everglades: Giants made all the difference 51 Lub oil – an engine component

Shipgaz has visited the platform supply vessel Mærsk Fetcher in the Gulf of Finland, where the 1,224-kilometre long gas pipeline Nord Stream is laid down, pipe by pipe. PAGE 26

54 Onboard equipment on the Allure: New technology, old traditions 76 STCW: Updates and amendments 86 Duel between national symbols 90 The famous four stacker

Regular sections 7

Editorial

8 Market Review 10 Portrait REPORT Business is blooming at Port

Everglades ever since the Oasis giants made an entrance. Now they want to start a ferry connection to Cuba. PAGE 46

RETRO The Mauretania and her three

Cunard sisters had four boiler rooms and thus four real funnels, apart from others that had one fake. PAGE 90

82 Fleet Review 79 Technical Review 86 Retro

Simplex-Compact shaft components Simplex-Compact 2000 A sealing system for oil-lubricated propeller shaft bearings that prevents the ingress of sea-water into the sterntube, while at the same time preventing leakage of sterntube oil into the water or into the engine room. We also supply water lubricated systems.

Sales and service agent for Blohm + Voss Industrie GmbH in Sweden since 2007. With years of experience and wide knowledge of shaft components, stabilizing systems and bilge water separators we provide our customers with on-location service and after sales.

To reach us, please visit: www.simplexts.se

NO 1 2011 SHIPGAZ 7

Editor-In-Chief Rolf P Nilsson rolf@shipgaz.com

Editorial

A cornered rat will attack »The root of the problem is not be found at sea but on the shores of one of the world’s poorest nations, ruled by anarchy, corruption and religious fundamentalism«

iracy in the Indian Ocean is developing into a stage that could soon be described as all but a war. Violence is escalating as more shipping nations apparently have had enough and started to vigorously engage in shoot-outs with Somali pirates. Between the pirates and the armed forces stand the civilian seafarers trying to do what they are trained for and expected to do, to safely transport and deliver the bulk of world trade to its destinations.

Until now and with a few exceptions, the international naval forces deployed in the Indian Ocean have opted for the role as observers when a hi-jacking has been successful. NATO and EU forces are still following a strategy of backing off if pirates manage to take control of a vessel, focusing on the safety of the crew. For various reasons, often of domestic political nature, other navies are more trigger-happy. The latest clash between armed forces and pirates at the time of writing is the failed attempt to rescue the 9,775-dwt heavylift vessel Beluga Nomination, built 2006, an attempt that ended in the death of a crew member and a pirate. Details are still somewhat unclear, but it seems that a patrol boat from the Seychelles Coast Guard fired at the pirates and killed one. The pirates then shot and killed a crew member, possibly as a revenge, but it could also have happened when the crew tried to overpower the pirates and regain command of the vessel.

When the pirates boarded the vessel, the crew locked themselves in a citadel, and stayed there for more than two days without any help from naval forces. The pirates broke in and took control of the vessel. Two crew members that managed to escape were later picked up by a Danish naval vessel. A further two may also have managed to escape, but are still missing, leaving seven crew members left on the Beluga Nomination as it headed under pirate control for an uncertain future somewhere off the Somali coast.

When the news came, pirate gangs ashore moved other South Korean seafarers they held as hostages before to more secure places and, according to media reports, the pirates have threatened to start executing them one-by-one as a revenge. There are no reports yet indicating that this threat has become reality and there is only one reason for this.

Somali pirates are not driven by political or religious reasons, they are in the business for the money. They are well aware that if they start to kill hostages at a larger scale, they will soon have foreign well-equipped, well-trained troops backed by a world community that has had enough on their shores. The naval forces trying to protect the merchant ships plying pirate-infected waters have a hopeless assignment. There are some 40-50 naval vessels in the international fleet present and at best one third is at sea at any given time, watching over a sea that is around 28 times larger than the country it is named after. But chase a rat into a corner and it will attack. With the escalating violence we see today, we will sooner or later have to face a major tragedy.

“Piracy – orchestrating the response” is the theme chosen by IMO in 2011. The long-term answer can however not be found within the realms of an organisation dedicated to improving maritime safety, security and the marine environment. The root of the problem is not be found at sea but on the shores of one of the world’s poorest nations, ruled by anarchy, corruption and religious fundamentalism. Look at the situation for the children in Somalia. If they are given a start in their lives with the same basic ingredients that we in the Western world expect our children to have, including good education, food, shelter, a secure environment and hopes for a prosperous future led by role models they can accept, then we all would have a win-win situation.

This tragedy happened some time after the

Vote now

Training and hiring Somali pirates as seamen is mentioned by piracy experts as a possible way of improving the situation. What do you think? Vote on www.shipgaz.com

the Malaysian navy sent an elite team to board the hi-jacked Malaysian tanker Bunga Laurel with a crew of 23. The Malaysian boarding team injured three pirates, but managed to rescue the crew without any harm. Seven pirates have now been flown to Malaysia for prosecution. Shortly before that, the South Korean navy came to to the rescue of its national flagged Samho Jewelry and its crew of 23, after the vessel had been hi-jacked. Eight of the pirates were killed in the gun-fire.

Rolf P Nilsson, Editor-in-Chief

8 Shipgaz No 1 2011

Market Review

Shivers down shipping’s spine Analysis When South Korea’s second largest shipowner and operator announced its decision to apply for company restructuring, it sent a wave of fear through the bulker world. Korea Line Corporation, KLC, owns a fleet of some 43 vessels with another 15 on order at yards in South Korea and Japan, but it is also a major charterer of bulk tonnage with up to 150 vessels chartered in from around 60 other owners/operators.

According to the company, the KLC owned fleet is operating under profitable charters, but the chartered-in fleet is not. One reason is that KLC, arm-in-arm with many other charterers, went in to the pan-

»They thought that charter rates were at the floor and on their way up. They weren’t.« amax period charter market last year when they thought that charter rates were at the floor and on their way up. They weren’t. Money has been pouring out from KLC for some time. In 2009, the company reported a USD 500 million loss. As late as in Q4 last year, the loss amounted to USD 93 million.

According to analysts, the company will be out of money in the third quarter this year if things don’t change. The court will take some time to consider the application. For the time being, KLC is not permitted to do just about anything without permission of the court. That includes honouring charter payments for its chartered-in fleet. Those owners having vessels in the KLC charter fleet have now a further depressing factor to add to all the others that are putting their revenues under severe pressure, as market indexes are heading down

Weak spot but promising prospects offshore The winter market for offshore supply and support vessels in the North Sea has proved to be as poor as could be expected, while long-term prospects are picking up. High oil prices and a boom in contracting of jack-ups and drillships subscribe to a more positive outlook, and the oil service market is flexing its muscles in expectation of busy years ahead.

soft with large anchorhandlers being paid around GBP 7,500 per day for rig moves but with some premium to well-reputed vessels. Day rates for medium PSVs have been slipping below GBP 4,000, and we have seen owners accept rates as low as 2,600. Prices picking up. In view of the overtonnaged spot market it is interesting to note that the secondhand values for good vessels have actually began to pick up again. Siem Offshore sold its 3,700 dwt platform vessel Siem Mollie (built 2007) to Lewek of Singapore for USD 32 million, which is well above her building price of USD 23 million. Also in December the anchorhandlers Sea Cougar and Sea Wolf 1 (15,000 bhp, built 1999) were sold by Deep Sea Supply of Nor-

This may, however, be of little comfort to supplyship owners who are finding themselves beleagered by massive overcapacity. In January the North Sea spot fleet included some 44 anchorhandlers and 40 platform vessels (PSVs) with as many as 15–20 anchorhandlers and 10–15 PSVs idle at any given time. Since October charter rates have been

GBP 1,000 60

Week 5

10 15 20 25 30 35 40 45 50 1

No less than 30 offshore service vessels were ordered in the Nordic market last year at a total value of USD 2.3 billion, representing 27.5 per cent of the order value. On the corporate front, Acergy and Subsea7 merged as planned from 1st January as Subsea7 SA and ranks as leading in seabedto-surface technology, engineering and construction, including a fleet of 42 vessels. It is the outcome of a consolidation process that comprises a good number of Norwegian offshore companies such as Stolt Comex, Seateam and Søndenfjeldske. Dag Bakka jr

Some North Sea term charters and extensions Charterer Vessel Type Operation ASCo ER Georgina psv 1 well support GSF Arctic III, Dec DNO Viking Lady psv 1+1 well support Aker Barents, mid Dec Maersk Oil Maersk Feeder psv 60 days firm + d/d 30, late Dec Talisman N Havila Crysader psv 1 yr firm + 2x6 mnth opt, support Maersk Guardian, Dec Statoil Havila Clipper psv 1 yr firm + 2x6 mnth, beg 2q 2010 ConocoPhillips Far Symphony psv 6 yrs firm, April ConocoPhillips DOF newbld psv 6 yrs firm, ST09 type, 4q 2011 ConocoPhillips DOF newbld psv 6 yrs firm, ST09 type, 1q 2012 Worldwide term charters and extensions Petrom GSP King ahts Declared 1 yr option until end 2011, Romania Chevron Far Shogun ahts 3+3 yrs support Atwood Osprey, March, Australia Chevron Far Saracen ahts 3+3 yrs support Atwood Osprey, March, Australia ConocoPhillips Lady Melinda psv 3+2 yrs in dir cont, beg Dec, Australia ENI Maersk Tracker ahts ext until mid 2011, support Scarabeo 7, Angola ENI Maersk Battler ahts ext until mid 2011, support Scarabeo 7, Angola

Source: Shipgaz Bergen, january, 2011

Source: Shipgaz Bergen, January, 2011

Offshore earnings

way to Asian buyers at USD 37 million each; some 3 million above their acquisition price back in 2005.

no 1 2011 Shipgaz 9

Market Review to levels not seen since the Lehman Brothers collapse really caught up with the shipping markets. As if it wasn’t enough with floodings in Australia, an incoming Chinese New Year celebrations and the continuous over-supply of new tonnage from the shipyards. But it doesn’t stop there, others are also breathing down shipowners’ necks, not least banks and shareholders.

will see owners forced to accept reduced charter hires for their ships and others sitting with early redelivered vessels in a grossly oversupplied market.

Dry index in free fall

whAT’s reAlly worrying the bulker world is however the risk that the KLC saga is not a unique event. The Korea Line Corporation might be the first major bulker owner/operator to take its case to court, but it will most probably not be the last.

weT & Dry The Baltic Dry Index continues on its southward path and is closing on levels we have not seen since the recordlows of 2008. In September last year, the index touched the 3,000 point level. At the end of January this year, it was heading towards the 1,000-point level (1,148 on 27/1).

will klc go BusT? Probably not. According to many analysts, it is likely that the South Korean government will intervene, as the consequences of a bankruptcy could be substantial. This could mean that KLC will re-enter the market as a leaner, but sounder player, to the dismay for competitors.

The lArge cArrier markets are pressed by the lack of demand caused by Australian floodings and upcoming Chinese New Year celebrations and the huge over-supply of new vessels delivered from the world’s shipbuilders.

eDiTor-in-chief

Rolf P Nilsson rolf@shipgaz.com

There will of course be losers, and we

AccorDing To feArnleys, the shortterm outlook for capesizes remains grim. On the West Australia–China route, freight rates seem to have reached bottom, but at USD 6.65–6.75 per ton, which is not even close to covering operating costs.

Doom and gloom … again? shorTseA Dry Bulk January started with a heavy hangover of idle tonnage from Christmas holidays, and with the Russian Christmas putting an effective brake on early January trading it all seemed rather 800 gloomy.

problem on their hands keeping their fleet employed. on The conTinenT and French Bay activity remained sluggish throughout the whole MGO IFO 180 month with few signs of relief. Earnings in the bigger sizes especially plunged due to added tonnage supply and S&P broker’s aggressively pushed tonnage out for sale. Most players now believe it will get worse before it gets better, and with the current sentiment in the market we fear they might just be right. Still January traditionally are one of the most quiet months of the year, but looking at the sharp fall in the deep sea markets we fear there are more fundamental factors currently in play. Week geir jersTAD

The ice-siTuATion in Baltic and Kattegat 700 rapidly worsened with restrictions to navigation reaching as far south at Stralsund and Denmark, but despite a growing hope 600 that rates would accelerate due to demand for ice-classed tonnage the effect was rather marginal. The port of St Petersburg suffered 500 a heavy congestion that prevented many traders from firming up business, and with non ice-classed ships being forced out of the400 region it was clear that operators had a 35

USD/ton 1,000

800

Source: norBroKer aS, january, 2011

Source: BunKerWorLD/norBroKer aS, january, 2011

mgo roTTerDAm cif Prices

eArnings esTimATes

Past 12 months. EUR/day 4,000 3,500

PAnAmAx owners are under similar pressure. Vessels ballasting from Far East to the Atlantic basin is adding capacity in a market where demand is not growing at the same pace. on The weT siDe, The Baltic Dirty Index turned and headed south at the end of last year, and has continued on that road. Before Christmas it was at 1,079 and by end of January, the BDI had reached 657 on its way down. The vlcc mArkeT has suffered severely during the start of this year. Stockholm Chartering has reported negative earnings, down to as much as USD 7,100 per day, on the Persian Gulf–West Europe route during the end of 2010 and the first weeks of 2011. On January 26, Fearnleys wrote that “the VLCC market would need an infusion of good news of any kind to improve on the present depressed levels”. rolf P nilsson

3,000 2,500

weT AnD Dry Bulk inDices 1,500

400

Week 5

50 1

500

4000

3000

End ’08

End ’09

839

633

767

Dirty Tanker Index 1,252

815

1,062

3,023

1,795

Clean Tanker Index

1,000 Week 5

50 1

Baltic Dry Index

1,250 DWT

1,750 DWT

3,500 DWT

6,500 DWT

2,500 DWT

784

End ’10

Source: BaLTic eXchange

2,000

600

No 1 2011 Shipgaz 11

By Pär-Henrik Sjöström par-henrik@shipgaz.com

Harri Kulovaara

Portrait

“A cruise ship designer must think outside the box” The delivery of the Allure of the Seas marked the end of a seven-year project. For Harri Kulovaara, executive vice president, Maritime & Newbuilding at Royal Caribbean, it was a dream come true. In his mind and in his soul Harri Kulovaara is a shipbuilder. During the last 16 years at Royal Caribbean he has led the design and construction of several of the most innovative cruise vessel series in the world. The latest, and no doubt the most well known, is the Oasis-class. Few naval architects are as dedicated to their trade as Harri Kulovaara is. During his long career he has always been thinking outside the box in his way to find new ways. Behind his commitment to the cruise industry there is his long experience as a naval architect, but also a genuine interest to understand and learn more about the processes involved in both ship design and operations.

Harri Kulovaara’s passion for ships and the sea dates back to his early youth. Born in Helsinki, he grew up in Turku. The archipelago sea has a very special place in his heart as he spent the summers at the family’s summer home on a small island. “During the summer I spent virtu-

ally all the time at sea. In practice that meant three months of uninterrupted sailing”, he recalls. “When I then after my graduation from high school in 1970 had to choose a profession, it was obvious for me that it should be related to ships.” In Helsinki he saw the Song of Norway nearing completion at the Wärtsilä Helsinki shipyard. It was love at first sight.

»It just feels great to be the father of these ships offering a dream vacation for 12,000 persons each week« Project Genesis was launched by Royal Caribbean in 2003. It resulted in the largest cruise vessels in the world, the Oasisclass.

“I was deeply impressed by the beautiful and futuristic vessel, which I thought was extremely large. I think it was then the idea was born to one day be involved in cruise shipping.” Harri Kulovaara decided to become a shipbuilder and passed the entrance examination for the Technical University of Helsinki, where he studied to become a naval architect. After gradua-

tion in 1974 he was employed by Lloyd’s Register in London. When he returned to Finland a few years later his intention was to start post graduate studies. After only a couple of days he was offered a job as a shipbuilding engineer at the shipping company Effoa. “I then stayed with Effoa for 19 years, participating in some twenty newbuilding projects”, Harri Kulovaara explains.

In addition to the different types of cargo vessels, Harri Kulovaara was involved in several ferry projects as Effoa was the co-owner of Silja Line. This culminated in the development of the Silja Serenade, where he held a key role. “We started a systematic and innovative process where we for the first time consciously focused on finding new solutions. We arranged a contest for the best renowned interior architects, but they did not come up with anything really new. Then we started all over and contacted architects without any connection to shipbuilding.



12 Shipgaz No 1 2011

Portrait Harri Kulovaara Photo: Pär-henrik Sjöström

It has become a tradition to park an exclusive sports car as an eye-catcher on the Promenade of Royal Caribbean’s vessels. The Allure has a Mercedes. One of them showed us scale models of malls. Now it became obvious for us what to do.” This resulted in the famous atrium, a wide street inside the vessel. It enabled the installation of passenger cabins with windows facing inside the atrium and the number of cabins without windows was thereby reduced.

When Harri Kulovaara joined Royal Caribbean in 1995 the prestigious Project Eagle had recently been launched. In this stage the project still resembled an enlarged version of the previous Sovereign-class. “Royal Caribbean was the last of the large cruise lines that had not ordered vessels with a gross tonnage exceeding 100,000. For them the size was not an end in itself. They had simply not yet found the right solutions.” Harri Kulovaara came up with some fresh ideas, which resulted in a record large cruise vessels design. The most striking feature was the promenade of the same type as on the Silja-vessels. Such a concept had

»Then we contacted architects without any connection to shipbuilding. One of them showed us scale models of malls. Now it became obvious for us what to do« The Silja concept Silja Lines’s cruise ferry Silja Serenade, built in 1990, was the first of its kind with a complete shopping street inside the superstructure, called the Promenade.

never been adapted by the cruise industry before. Another new feature was Azipod-propulsion, which improved the ship handling characteristics dramatically. Project Eagle resulted in a total of five vessels of the Voyager-class, which became highly successful. “Their manoeuvring qualities exceeded our smaller vessels by far and all flows on board worked so well that we started thinking about further enlarging our design.”

The following Freedom-class was conceptually based upon the Voyagers, but larger. “Everything is about creating a product that satisfies our customers. In a large vessel we are able to provide

a wide variety of different environments and activities. In the Freedomclass we were able to develop the embryo of our neighbourhood-thinking, where people with similar expectations of their cruise can do what interests them most.”

Project Genesis, which eventually became the Oasis-class, surpassed everything seen in the industry so far. “Throughout the project co-ordination was the ultimate challenge. Only the design stage employed about one thousand designers. When ship number two was built we already knew how everything worked and it was much easier.” Harri Kulovaara stresses that it is not the size, but the opportunities provided by the size that are important. “Personally, I don’t think that we will se even larger vessels in the near future, although it is fully possible from a technical point of view. But it is difficult to imagine that there would come another similar, major step change. Still, we never comment

No 1 2011 Shipgaz 13

Harri Kulovaara

Portrait Photo: Pär-henrik Sjöström

Harri Kulovaara in Central Park on the Allure of the Seas – one of the highlights of the Oasis-class. on our thoughts about future designs before they become real.” Harri Kulovaara is not sad at all now that the huge Oasis-class project is completed. “It feels like moving on to the next chapter. I have lived with this project all the time during the last seven years. To be in this situation and see the completed vessel is amazing. It just feels great to be the father of these ships offering a dream vacation for 12,000 persons each week.”

Already for 16 years Harri Kulovaara has had his home in Coral Gables and he says that he really enjoys working in the US.

“I like the positive side of the Americans and the possibilities the country offers. If you have a vision and an idea it is possible to realise it. Still, I would not like to stay there all year. My frequent yard visits bring me to Europe almost monthly. I think that this combination is

Central Park on the Oasisclass vessels is a 110-metre long and 19-metre wide atrium-type open space with plants and trees, surrounded by the superstructure.

outstanding. I want to visit the old world regularly to keep in touch with our culture and history and also to feel perhaps some more depth in life.” “When you have lived abroad for so long you are a bit of a stranger wherever you go. When I return to Finland I feel I am not a Finn anymore, but in the US I am not a genuine American either. But I am very happy to have had this opportunity. It has been the most rewarding years of my life.”

Lindahl. Gets results. Is there a conflict between professionalism and humanism? Between expertise and continuity? Business-mindedness and experience? Not as we see it. At Lindahl, we believe that one strengthens the other. This is why we care so much for our clients – just as we care for our employees. Positive relations lead to positive results. We’re sure of that. That’s what’s made us what we are today. The law firm that gets results. Shipping contacts at Lindahl: Erik Linnarsson, +46 8 527 70 821

Christoffer Gramming, +46 31-799 10 00

Your legal partner in Sweden stockhol m

göteborg

malmö

helsingborg

uppsala

örebro

www.lindahl.se

14 SHIPGAZ NO 1 2011

By Rolf P Nilsson, rolf@shipgaz.com

Spotlight IMO

A combat plan to end piracy moon at the IMO London headquarters. The World Maritime Day has been held annually for more than 30 years. In 2005 IMO launched the annual World Maritime Day parallel event. Before Rome it has been held in Lisbon, Singapore, Salvador (Brazil), Athens, New York and Buenos Aires. It was an initiative taken to avoid the event becoming just a routine at the London headquarters, to revitalise it and to raise the profile of shipping in as many parts of the world as possible.

IMO: Rolf P Nilsson Rolf P Nilsson, Editor-in-Chief of Shipgaz, points the spotlight at IMO in each issue. Check this column to get the latest updates on what’s up in the IMO chambers.

his year, IMO has chosen ”Piracy – orchestrating the response” as theme for the World Maritime Day. This day will be celebrated in various ways in many nations during the week September 26–30 and at the IMO London headquarters on Thursday September 29. The 2011 World Maritime Day parallel event will be held in Rome at a yet to be decided date.

Efforts to combat piracy will however be high on the UN body’s agenda all through the year. IMO is currently working out an action plan to concretize six key objectives: • Increase the pressure at the political level to secure immediate release of hostages being held by pirates. • Review current guidelines and promote the recommended preventive, evasive and defensive measures ships in piracy-infested waters should comply with.

WORLD MARITIME DAY Every year IMO celebrates World Maritime Day. The day is used to focus attention on the importance of shipping safety, maritime security and the marine environment and to emphasize a particular aspect of IMO’s work.

»Efforts to combat piracy will however be high on the UN body’s agenda all through the year«

In its profile-raising ambition, IMO has also increased its efforts in cyberspace. Last year, a new, more user-friendly web site was launched, and IMO is now present on Facebook, Twitter and Youtube. And it is a mighty task IMO is facing. At the time of writing, of the around 6,900,000,000 people living on this planet, 666 were friends with IMO on Facebook. On its Youtube channel, IMO has published three videos. One of those has been viewed 203 times – during a period of six months.

• Seek wider and better coordinated support from navies. • Promote better co-operation between and among states, regions and organisations. • Intensify efforts for nations to build capacity to deter, interdict and bring pirates to justice. • Take action to ensure that attacked and hi-jacked seafarers and their families receive support and social care.

The action plan is launched on February 3 when it will be presented to the UN secretary general Ban KiPHOTO: MARCUS OLSSON/SWEDISH ARMED FORCES

A UN World Food Programme escort of the North Korean bulker Dae San.

This may say something of the general interest in maritime matters, but entering social medias must also be a step in a new working direction for the IMO administration. To attract traffic to its sites and channels, these must be interactive, updated and filled with interesting information. The base for all successful media activities is that “content is king”. Does the IMO administration have the resources needed to achieve this? If not, it has a fantastic pool of resources to tap for videos, pictures, documents and not least people interested in contributing in several ways. IMO has 169 member states and a number of NGOs tied to it. Tens of thousands of people are working with IMO related issues. There are many out there interested in forums for discussions and of high-quality ways to search for information, contacts and references.

Shipboard handling excellence RoRo equipment • Side loading systems • Hatch covers • Marine cranes Equipment for cruise vessels and megayachts • Deck machinery Global service solutions www.ttsgroup.com

MARINE

16 Shipgaz no 1 2011

By By Pierre Adolfsson pierre@shipgaz.com

report Norwegian NOx fund

Photo: Fjord1

Bergensfjord. Fjord1 has a number of ferries running on LNG, thanks to progressive Norwegian measures.

The Norwegian forerunner

When introduced, the NOx-fund was viewed with scepticism. After hundreds of successful projects, politicians are considering raised levels. The Norwegian NOx fund has poured money into hundreds of environmental projects in recent years. A new agreement has secured a prolonged life for the much talked-about fund. The authorities are now considering raising the level of funds that can be applied for, for ships to be run on LNG.

pAYMeNT

The Nox (nitrogen oxides) fund was introduced in January 2007, and was supposed to contribute to meeting Norwegian obligations under the Gothenburg protocol. Recently, the government and the country’s maritime and shore-based industries signed a new environmental agreement for the period 2011–2017 with further NOx reductions, totalling 16,000 tons. “It is very positive that the agreement has been renewed. The agreement has until now contributed to the introduction of several environmentally friendly solutions on the market”, says Hanna Lee Behrens, Head of Environment at the Norwe-

gian Shipowners’ Association. Up to 98 per cent of the money raised is being distributed to the NOx fund, from where affiliated companies may apply for support for NOx reducing measures. At the time of writing, the NOx fund amounts to NOK 1.8 billion.

»The authorities want to see a larger number of vessels using LNG as fuel« The economical support from the NOx fund is paid only after the reducing measures have been implemented or after the costs and measure effects have been documented and verified by DNV.

Nearly 650 companies and 1,700 vessels are part of the voluntarily NOx fund. Affiliated industries pay NOK 4 per kilogram of NOx emissions, except for gas and oil producing companies, which pay NOK 11 per kilogram of emissions. All enterprises obligated to pay NOx tax can join the environmental agreement, regardless of whether they are Norwegian or foreign owned or operated. NOx tax obligated companies not signing the agreement, around five per cent, pay 16.43 NOK per kilogram NOx emissions. The discrepancy be-

tween being part of the system or not is considerable, but there is an obvious reason. “We want everyone to join the scheme as it means more money available for environmental projects”, says Geir Høibye, managing director of the NOx fund headquarters in Oslo.

The tax covers emissions of NOx in energy production from propulsion machinery with a total installed capacity of over 750 kW, motors, boilers and turbines with a total installed capacity of more than 10 MW and flares on offshore installations and facilities on land. Nitrogen oxides (NOx) are waste gases that lead to acid rain and increased concentrations of groundlevel ozone. Emissions may have harmful effects on the ecosystem and vegetation in addition to being hazardous to people’s health. A total of 450 companies have so far been granted funds for NOx reducing measures, an estimated 23,000 tons of NOx will be cut by these projects.

No 1 2011 Shipgaz 17

Report Norwegian NOx fund Photo: næringslivets hovedorganisasjon

Reductions per sector Each sector’s share of the total NOx reductions: 35 per cent 17 per cent 15 per cent 10 per cent 14 per cent 9 per cent

Offshore supply vessels Fishing industry Short sea shipping Ferries and passenger vessels Offshore (including rigs) Shore-based industry

90 per cent of the NOx reducing measures will be, or have been, taken in the maritime industry. Projects tied to offshore supply vessels represent 35 per cent, followed by short sea shipping, ferries and passenger ships totalling 25 per cent. Shipowners may reduce emissions by installing cleansing equipment, upgrading the ship engine or by switching from diesel to gas. The most common reducing measure, accounting for 41.2 per cent, is SCR (Selective Catalytic Reduction). SCR systems have been shown to reduce NOx emissions by 70–95 per cent.

Geir Høibye. MD NOX Fund Headquarters in Oslo.

Applicants may receive up to 75 per cent of the project’s total cost, with an upper limit of NOK 100 per kilogram reduced. However, the upper limit for companies planning to use LNG (liquefied natural gas) as fuel is NOK 150 per kilo. The conditions for LNG applications may improve still further. “The authorities want to see a larger number of vessels using LNG as fuel, therefore we are looking into some major changes in the support system. The idea is to increase economical support, but for the moment I cannot say how much. But the changes will be in force in the 2011–2017 period. And in addition, when LNG is entering the market on a broader scale, the infrastructure will be positively affected. Shipowners will only gain if there are more than a few suppliers on the market as competition is favourable.”

In 2016, LNG could represent as much as 16 per cent of all maritime bunker sold in Norway, and before 2020 it might even reach a third, according to DNV and Marintek. The reason why the authorities prefer LNG rather than, for example, SCR is simple – the reduction effects. “When running ships on LNG the

NOx emissions are reduced by 90 per cent together with nearly all of the particles. Moreover, there are no SOx emissions at all. Gas is clearly a preferable alternative.” 12.5 per cent of all funded projects so far involve LNG/gas. Among the 16 shipowners that have received or will receive support for the construction of LNG-fuelled vessels or conversion of existing ships, are DOF and Eidesvik. 20 LNG vessel projects will be realized by the end of 2011 at the latest and a further four projects are scheduled for 2012. Average data from nine vessels reveal considerable NOx reductions – 126 tons of NOx per year. The additional cost for each vessel is NOK 31 million. On the other hand, the companies have been granted 67 per cent of the project’s average cost.

Swedish Tarbit Shipping is involved in one of the above LNG projects. The company has decided to convert their 25,000 DWT product tanker Bit Viking to run on LNG. Both six cylinder Wärtsilä 46 HFO main engines will be converted into Wärtsilä 50DF dual fuel engines, which will be run on LNG. The company will receive nearly NOK 45 million or 75 per

LNG support Shipping companies receiving economical support for LNG/gas projects: DOF, Eidesvik, Falkeid, Fjord1, Gasnor, Haugland Tankers, Norlines, Jahre Marine, Nordnorsk Shipping, Sea Cargo, Tarbit Shipping, Solstad Rederi, Tide, K. Sætre Rederi, Knutsen Produkttanker and Eidsvaag.

cent of the total project cost from the NOx fund. When the conversion is finished the Bit Viking – built in 2007 with completely separated engine rooms, propellers and control rooms – will have two separate 500 cubic meter LNG tanks on its foredeck. The NOx reduction is estimated at 479 tons per year. The Bit Viking is operated on the Norwegian coast by the oil and gas major Statoil. “The Tarbit project is only one of three conversions, the remaining 21 LNG projects involve newbuildings. Despite this, we believe there is a greater potential in conversion projects on existing ships. If you look at Tarbit’s estimated NOx reductions, you can see that major environmental improvements could be made to existing tonnage.” “The potential is also facilitated by the fact that some vessel types, for example tankers like Tarbit Shipping’s Bit Viking, are not that expensive to convert to be run on LNG. And this potential could be triggered, as we see it, by higher support rates. Our assessment is based on information from DNV. Hopefully we will see some proof of this potential through applications and implemented NOx reduction measures.”



18 Shipgaz No 1 2011

Report Norwegian NOx fund Photo: Mats Andersson / SCANPIX

Per Kågeson, professor hoping for a Baltic Sea NOx fund.

Baltic Sea NOx fund necessary A Norwegian style NOx fund may become a reality in the Baltic Sea, but the time is short if the scheme is to have any effect. “A NOx fund must be in force in 2013, otherwise it may be too late”, says Per Kågeson, professor at the Swedish Royal Institute of Technology.

The Norwegian NOx fund has drawn quite some attention among scientists and industries abroad. One of the fund’s admirers is Per Kågeson, who has developed a similar NOx fund system to be applied on the Baltic Sea, where affiliated companies would pay SEK 4,5 per kilo of NOx emissions. The Baltic Sea NOx fund contains one major difference: the extent. Nine countries – Sweden, Denmark, Finland, Germany, Poland, Estonia, Latvia, Lithuania and Russia – border to the Baltic Sea, a fact that constitutes a serious challenge. A NOx fund would be meaningless and unworkable if a single country would reject it. The NOx fund, as suggested by Per Kågeson, would include every commercial vessel above 400 gt entering or operating in the Baltic Sea. If a shipowner refuses to pay the NOx tax, the port of call is obliged to deny en-

trance to the port to avoid unfair competition. Therefore everything is about selling the concept and getting everybody to join. “Sweden needs to push for this solution while holding the chairmanship of Helcom. If deciding on a NOx fund a multinational organ operating under Helcom could be responsible for raising taxes and granting economical support, as a suggestion”, says Per Kågeson.

»Sweden needs to push for this solution in Helcom« Per Kågeson has a PhD in Environment and Energy Systems Analysis from the University of Lund, Sweden, and is the author of more than 30 books and numerous reports, most of them concerned with environmental problems. He is a former president of the European Federation for Transport and Environment.

The time is now, literally. In 2016 the Tier III regulations for the NECA (NOx Emission Control Area) will enter into force, restricting the NOx emissions from newbuildings entering the Baltic Sea. The new rules will not apply to older tonnage, so some owners may order vessels before the Tier III regulations are up and running. To encourage owners to either convert existing vessels to environmentally friendlier operation or buy-

ing green tonnage, Per Kågeson sees a NOx fund as the best option. “A NOx fund must be in force by 2013 as its role will be played out 10–15 years after the Tier III regulations enter into force. It is now that the fund can make a difference.”

If a NOx fund, or any other multinational NOx reducing system, does not see the light of day an estimated 600,000 tons of NOx will be polluting the Baltic Sea by 2020 on a yearly basis. This is a major increase from todays 400,000 tons of NOx a year. “If the Baltic Sea countries fail to present a complement to NECA, it will take a very long time before we manage to actually reach levels below the current yearly NOx emissions. It will probably not happen before 2030.” The most common reducing measure within the Norwegian NOx fund, accounting for 41.2 per cent, is SCR (Selective Catalytic Reduction). Per Kågeson is convinced SCR will take the lead in the Baltic Sea as well, if a NOx fund is put into practice.

POWER FOR MARINE PROFESSIONALS

PROFESSIONAL VOLVO PENTA CENTER IN SWEDEN: ÖCKERÖ Mitab Marin Industriteknik AB Phone: +46 (0)31 7691430 E-mail: magnus.hansson@mitabmarin.se Web: www.mitabmarin.se SIMRISHAMN Marincenter Syd Simrishamn AB Phone: +46 (0)414 28790 E-mail: sven@marincentersyd.se Web: www.marincentersyd.se WAXHOLM Rindö Marine AB Phone: +46 (0)8 544 306 30 E-mail: info@rindomarine.se Web: www.rindomarine.se

PROFESSIONAL VOLVO PENTA CENTER IN NORWAY: OSLO La-Sa Båt og Motor AS Phone: +47 2412 68 80 E-mail: thomas@lasa.no Web: www.lasa.no ÅLESUND J Weiberg Gulliksen Phone: +47 7011 85 00 E-mail: harald@gulliksen.no Web: www.gulliksen.no

PROFESSIONAL VOLVO PENTA CENTER IN DENMARK: JL Skibsservice A/S Phone: +45 98 48 00 32 E-mail: jl.skibsservice@strandby.dk Web: www.jl.strandby.dk Petersen & Sørensen Motorværksted A/S Phone: +45 62 21 21 09 E-mail: p-s@p-s.dk Web: www.p-s.dk

Please visit www.volvopenta.com for more information

Volvo Penta has a wide range of engines with high reliability, high performance and operational economy for heavy duty p rofessionals. 81 to 662 kW, 3–16 litres. And what’s more, the owners of our engines will have easy access to qualified service and support.

www.volvopenta.com

20 Shipgaz No 1 2011

By Bent Mikkelsen bent@shipgaz.com

Report Nordic registers

Photo: maersk line

Dressed for success: Danish growth with DIS The Danish maritime cluster has had a long-time upturn after September 1988, when the Danish International Ship register (DIS) was introduced. Today more vessels than ever are controlled by Danish owners or operators. The development has led to an increased number of crew members employed on Danish ships. The earnings in foreign currency hit a historical peak in 2008, when the Danish owners contributed with DKK 180 billion to the national budget.

“There is absolutely no doubt that the DIS-legislation has contributed to a positive development for the Danish shipowners and for several Swedish owners as well”, explains Jan Fritz Hansen, Deputy CEO at the Danish Shipowners’ Association. The framework, which was passed

in the parliament in the summer of 1988, was further improved in mid 1990s when the parliament agreed on a tonnage tax package. To measure the effects of the Danish International Ship Register framework one can count the number of ships flying Danish flag and the number of employees. Both figures have grown over the last 23 years. The number of employees has nearly doubled from 10,370 persons in 1990 to 17,131 persons in

»There is absolutely no doubt that the DIS-legislation has contributed to a positive development«

Jan Fritz Hansen.

2010, according to Danish Maritime Authorities. The number of Danish citizens on Danish flagged vessels has been rather stable during the period. In 1990 the number of seafarer Danes were 9,000 all told, plus 180 EU citizens and 1,190 from other countries. In 2010 the corresponding figures were 9,540 Danes, plus 2,000 EU citizens (Polish and Baltic States citizens) and 5,591 crew members from countries outside EU.

The figures show a growth in employment for both EU citizens and citizens from non-European countries as Philippines and India. The number of Danish-flagged

No 1 2011 Shipgaz 21

Nordic registers

Report Photo: bent mikkelsen

»The A P MøllerMærsk group has concentrated its fleet to Copenhagen and Singapore« ships controlled by Danish owners has grown considerably. The fleet structure has changed from smaller ships, mainly coasters, to larger ships.

At the end of 1988 the Danish flagged fleet consisted of 525 ships on 7,38 million DWT in total. In 2000 the fleet consisted of 581 ships of 6.82 million DWT in total. In October 2010 the fleet consisted of 579 ships on 14.1 million DWT in total. The figures show that the capacity of the Danish flagged fleet has more than doubled in 20 years.

The older and smaller coasters have been sold off, often after a lay-up period. Photo: lauritzen kosan

The number of foreign flagged vessels controlled by Danish shipowners has grown even more dramatically. At the end of 1988 Danish owners controlled 181 ships, on 3.81 million DWT in total, flying other flags than Danish. The number of ships under other flags grew to 407 units in 2003 (8.2 million DWT). The number of foreign flagged registered ships reached a peak in 2008 with a Danish owned fleet of 902 units (17.06 million DWT).

The peak year includes Em Z Svitzer’s tug fleet of more than 500 units spread over the world as well as A P Møller-Mærsk’s growth in Singapore. The A P Møller-Mærsk group has concentrated its fleet to Copenhagen and Singapore, and has transferred ships from the French, English and Swedish registers to Denmark. A number of newbuildings has been flagged in Singapore.

Facts & figures

In December 2012 Lauritzen Kosan took delivery of the first LPG carrier (Helle Kosan) in a series of six units. She is flying the Isle of Man flag.

Employees: 1990: (10,370 persons) 9,000 Danes, 180 EU citizens, 1,190 other countries. 2010: (17,131 persons) 9,540 Danes, 2,000 EU citizens, 5,591 other countries. Source: Danish Maritime Authorities

Foreign currency earnings 1990: 23 billion DKK 2008: 190 billion DKK 2009: 140 billion DKK Source: Danish Shipowners’ Association

Danish flagged fleet 1988: 525 ships (7.38 million DWT). 2000: 581 ships (6.87 million DWT). 2010: 579 ships (14.16 million DWT).

Foreign flagged fleet 1988: 181 ships (5.38 million DWT) 2003: 407 ships (8.20 million DWT) 2008: 902 ships (17.06 million DWT)

Source: Danish Shipowners’ Association

Source: Danish Illustrated Ship List

Kockumation Group forms a new and competent lineup, consisting of Kockum Sonics along with the recently made acquisitions of Texon Automation and Polarmarine. The Kockumation Group can today offer a wider range of packages to all customers covering loading computers, boiler automation, tank cleaning equipment, cargo and ballast automation, ship’s whistles and sonic cleaning systems.

LOADMASTER® - Loading computer LEVELMASTER® - Level gauging systems SHIPMASTER® - Cargo and Ballast Automation TYFON® - Acoustic signalling equipment SONIC CLEANING - Boiler and economizer cleaning

POLARJET® - Tank cleaning machines

LNG and Boiler Automation

Our strength - your benefit! Please visit us at: www.kockumsonics.com www.polarmarine.se www.texon.se

no 1 2011 Shipgaz 23

By Bob Couttie, bob@shipgaz.com

Spotlight

Safety

Irrational lifeboats Safety: Bob Couttie Bob Couttie is the adminstrator of Maritime Accident Casebook. His background in radio, TV and film as well as reporting for several renowned maritime publi cations gives him a multidisciplinary app roach to maritime safety issues. ifeboats and irrational thinking have been closely associated for more than a century. Add the gap between compliance and safety and you have an unholy and deadly mix that injures and kills seafarers at an alarming rate. Nobody knows how many seafarers are killed and injured in lifeboat accidents every year because those who have the figures keep them under a veil of secrecy that the US diplomatic core must envy, Julian Assange of Wikileaks would find impenetrable and that makes Britain’s M16 sound positively loquacious. Statistics is a matter of numbers and as any math-

»Nobody knows how many seafarers are killed and injured in lifeboat accidents because those who have the ﬁgures keep them under a veil of secrecy« ematician will tell you, numbers can be rational or irrational.

Let’s look at some irrationality. When the Titanic sank with the loss of 1,500 passengers and crew the lifeboat requirements were based on a vessel’s tonnage, not the number of people who may be needed to be saved. It was

a rational metric for shipowners, who saved money, but not rational to anyone who thinks rationally. Titanic changed all that very quickly thanks to a massive public outcry and the fact that an appreciable slice of high society went down with her. Those inspired the early days of what is now known as the International Maritime Organisation.

Today, as I write, on an accident investigator’s desk in Brazil is a report on the fall of a lifeboat during a drill that cost two seafarer’s lives. Brazilian investigators support the open dissemination of reports, rare south of the militarised zone that separates the US and Mexico, and the report will be released shortly. The drill was carried out in full compliance with SOLAS, yet two people died and two families are grieving. No fall preventer was fitted to the lifeboat because although the IMO has long-since issued guidance on fitting them, it is merely guidance, to be ignored at will.

 Photo: PÄR-hEnRiK sJÖstRÖM

On board the Titanic the number of lifeboats was based on the vessel’s tonnage, not the number of passengers.

24 Shipgaz No 1 2011

Spotlight Safety Photo: Eddie Janson

»The drill was carried out in full compliance with SOLAS, yet two people died and two families are grieving« More recently we have seen the death of an Indonesian seafarer and the serious injury of another when a lifeboat fell during maintenance in New Zealand. No fall preventer was fitted.

I’ll go out on a limb, I may be wrong, but I’ll hazard a guess that the operation was SOLAS-compliant. After the past two decades of experience with lifeboat accidents it is simply irrational not to fit fall preventors during drills and maintenance. It is irrational not to make fall preventers mandatory and certainly irrational not to use them or prevent their use. Sadly, it does not stop there. Common sense and rationality dictates that lifeboats should be designed to be operated safely. A design which does not enable a seafarer on the foredeck of the lifeboat to determine unambiguously whether or not a hook has been set properly in anything but the Freighter 3850 glassiest of calm Combi waters is an inherently unsafe design. Such designs have led to seafarer deaths. It is irrational to design a lifeboat such that one cannot tell from within the boat with certainty whether or not the hook is properly set. In one case, a crew put a piece of pipe on a lever inside the lifeboat to make sure

the hook was firmly in place because there was no means of knowing from inside. Doing so led to damage of the connecting cable on the hook arrangement and, subsequently, the lifeboat dropped during a drill. This inherently unsafe lifeboat, the same manufacturer in the two foregoing cases, is compliant with the appropriate regulations despite being an unsafe design.

90 per cent of release hooks currently in use would fail the test, says ILAMA.

A nervous ILAMA (International Life-saving Appliance Manufacturers’ Association), providing one of the few safety-related statistics it has ever released, announced that 90 per cent of hooks currently in use would fail the test. In a rational world the result would have been immediate and forceful acCombi Coaster 2500 tion. It was not to be. The decision was not to make a decision just yet. As the structure of the once magnificent Titanic dissolves in its chilly grave, metal-eating bacteria severing the bonds between its molecules, the bond between irrationality and lifeboats remains as strong as ever.

In an ideal world, of course, irrationality would crumble in the face of facts. That astrologers, hustlers of power bracelets and bogus bomb Combi Freighter 8200 detectors are still in business shows that this is far from an ideal world and the results of last year’s IMO intersessional work group on lifeboat hooks and the later 88th meeting of the Maritime Safety Committee have confirmed it. An astonishing collaboration between the majority of flag states,

Combi Freighter 3850

shipowners organisations from across the industry, insurance interests and seafarers’ organisations presented a devastating study covering lifeboat release hooks and providing a test for hook stability.

Combi Coaster 2500

Combi Freighter 8200

FROM STANDARD TO ART CUSTOM BUILT IN SERIES PRODUCTIONS

DAMEN DAMEN SHIPYARDS BERGUM Damsingel 4 (Industrieterrein Zuid) 9262 NC Suameer

Member of the DAMEN SHIPYARDS GROUP

P.O. Box 7 9250 AA Bergum

Tel. Fax

+31 511 46 72 22 +31 511 46 42 59

info@damen-bergum.nl www.damen-bergum.nl

FROM STANDARD TO ART

World wide classification and related services www.veristar.com

Sweden Fabriksgatan 13 412 50 Gothenburg

Denmark Tel: +46 031 606500 Fax: +46 031 133973

Østbanegade 55, 2. sal DK-2100 København Ø

Tel: +45 7731 1000 Fax: +45 7731 1001

Pipe by pipe Shipgaz has visited the platform supply vessel MĂŚrsk Fetcher in the Gulf of Finland, where the 1,224-kilometre long gas pipeline Nord Stream is laid down, pipe by pipe. TEXT & PHOTO: BENT MIKKELSEN

Danish flagged PSV Mærsk Fetcher is in the Gulf of Finland hauling pipes for the largest and most spectacular offshore project ever seen in the Baltic area: The Nord Stream gas pipeline, running from Vysotsk in Russia to Mukran in Germany. n November 2010 Shipgaz had the opportunity to join the Mærsk Fetcher for a week to have a talk with the mixed crew about everyday life on what is sometimes called a lorry of the high seas, and to see the operation of constructing the enormous pipeline on the seabed. The Nord Stream pipeline is a huge project owned by several European energy companies with Russian Gazprom as the major owner (51 per cent). All was put in progress to secure a stable and direct supply line for Russian export of natural gas for European consumers. In 2012, the first stage (two of up to six pipelines) of Nord Stream is expected to be ready for the first export,which will be on around 27.5 billion cubic metres annually.

The Mærsk Fetcher is a standard supply vessel of Ulstein Group’s type UT 745. It was delivered from Ulstein in March 1995 in the role of a pipe hauler in the Gulf of Finland. The ship is running from the depot at Kotka, where Nord Stream has placed one of two pipe coating factories purpose built for the project. The Mærsk Fetcher is part of a three-ship-operation; three platform supply vessels run 24/7 with pipes from Kotka to the world’s largest pipe laying vessel, the Solitaire, which is owned by Dutch Allseas but in this project it is on charter for their Italian competitor Saipem. The Mærsk Fetcher’s two running mates in November 2010 were the Scottish owned Toisa Intrepid and the Toisa Independence.

The Nord Stream project The stretch: The Nord Stream pipe line is laid through the territorial waters of five countries: Finland 375.2 kilometres, Sweden 502 kilometres and Denmark 136 kilometres. The remaining 211 kilometres are divided between German and Russian waters. The cost: The total cost for the 1,224 kilometres of offshore pipeline is estimated to around EUR 8.8 billion plus another EUR 6 billion for the onshore pipeline connection. The owners: Russian Gazprom is the main owner with 51 per cent. A consortium consisting of German BASF, German E.ON Ruhrgas, German Winthershall Holding and Belgo-French GDF Suez holds a 40 per cent stake and finally Dutch Nederlandse Gasunie owns 9 per cent.

â&#x20AC;&#x2C6;Here the pipes will be stacked in three layers after being picked up at the coating factory in Kotka, Finland. â&#x20AC;&#x2C6;The calm Gulf of Finland is a solace for the Maersk Fetcher crew, who recently did a seven-year BP charter in a very rough part of the North Atlantic.

Captain Klaus Melin uses his cell phone, a very useful instrument when the ship is ready for departure and the cargo manifest has not yet arrived.

Kotka

Viborg

Hanko

Slite Karlskrona Mukran

Nord stream The pipeline passes through the territorial waters of five countries: Finland, Sweden, Denmark, Germany and Russia.

Lubmin

Nord Stream’s stretch through the Baltic Sea.

“I am sure that some would consider this pipe hauling an easy task in the offshore business”, says Klaus Melin, Captain of the Mærsk Fetcher. “But I can assure them that it need as much attention as any other job in the sector. It might not be as fancy as a complicated operation with an anchor handling vessel, but I look at it from another perspective: If we do not deliver the goods and equipment on time and in good condition our costumer could not continue operation and would lose thousands of dollars every hour. And in many charters we are the ones providing the provision to the offshore installation or the rigs, which is the most important ‘fuel’ on each installation”, says Klaus Melin with a twinkle in his eye. The Mærsk Fetcher signed on the Saipem charter in August 2010 after a short charter in the Danish sector in the North Sea. Sailing in the Gulf of Finland is almost like being in calm tropical waters, something that suits the crew on board after a seven-year time charter for British Petroleum (BP) sailing supplies from the Scottish port of Aberdeen to the FPSOs Schiehallion and Fonaiven. Both are situated in the Atlantic Ocean west of the Hebrides Islands. “It is almost like a summer cruise running this short distance from the port to the pipe layer”, says Klaus Melin. “Absolutely nothing compared to our previous charter in the North Atlantic. The transit time was 24 hours and often in bad weather and high waves and on arrival at Schiehallion FPSO the transfer of cargo could easily be cancelled due to bad weather as the crane operator on board the FPSO could not work. So we had to go up to 10 nautical miles away from the FPSO and ride on the weather and wave – often up to 10–12 metres. So sometimes we really had something of a ride with absolutely no leeway anywhere.” The Mærsk Fetcher usually manages to make one round voyage per day (24 hours) and carries 122 pipes on each voyage. Each pipe is 12.2 metres long and made of 48 millimetres thick steel with glide coating on the inside and 12 centimetres of concrete on the outside to protect the pipe inside. The pipes, each with a weight of 25 tons, are stacked in three layers on the 907-square metre aft deck of the Mærsk Fetcher. A crew of six persons carefully monitor the loading operation in the port of

»In a way, I am living my fathers dream. Whenever I come home from my four-week sailing he comes around to have a chat about what I have seen» Kotka giving a perfect documentation of the operation. The crew consists of cargo handlers, pipe owners, a Saipem representative and an independent surveyor. Each pipe has a barcode, which is logged into a handheld computer terminal. That way the old-fashioned transfer of cargo manifests and documentation has been compressed into a simple little usb stick, which is handed over to the Mærsk Fetcher upon departure and transferred to the Solitaire taped on to the first pipe leaving the supply vessel. Loading at Kotka normally takes two to two and half hours using a shore crane taking two pipes in each lift. On board the pipe layer Solitaire at sea the operation takes a little longer, as the cranes are able to take one pipe at a time. The Solitaire’s cranes (one on each side) transfer the pipe to a stock on board, which is large enough for three days of full operation. The Solitaire’s welding lines are able to produce around 6.5 kilometres pipeline per 24 hours. The Mærsk Fetcher is sailed by a mixed crew of 15 persons consisting of six Danish citizens, one Swede, one Romanian, four Ukrainians, one Russian and one Polish citizen.

Captain Klaus Melin, born in March 1962 in Svendborg, commands the Mærsk Fetcher. Apart from being a professional mariner he is also a keen ship enthusiast with a strong interest for ships in general. He is situated in the city of Hobro in Jylland, where his free time is spent between his family, a sailing boat on the Mariager Fjord and repairing and maintaining a fairly old house. His interest for ships and shipping came from his father, who still is a highly dedicated ship enthusiast, but never had anything to do with shipping professionally. “In a way, I am living my fathers dream”, explains Klaus Me-

Every pipe is checked by handheld computer and registered in the system.

The pipe loading at Kotka is supervised by representatives from all parties.

The Mærsk Fetcher takes 122 pipes on a full load.

â&#x20AC;&#x2C6;All told, 202,000 pipes are needed for the two gas lines from Russia to Germany.

lin. “All my life he has been very interested in shipping, reading a number of shipping magazines and books about ships, while he actually was working in the farming industry. He still has a strong interest, so whenever I come home from my four-week sailing on the Mærsk Fetcher he comes around to have a chat about what I have seen and what has been going on in the Danish shipping community and on board the Fetcher.” Klaus Melin has served on several units in the Maersk Supply Service fleet, but has been on the Mærsk Fetcher for a number of years since it was decided to shuffle captain and other senior officers around in the fleet. As captain he has an overall responsibility on board and has to be ready to step in at all times. So in reality he has no specified working hours and he is usually in the wheelhouse during arrival and departure, which at Kotka is with compulsory pilot on board. “Usually I am the one in charge during arrival and departure, but my duty officer can do it as well and does it from time to time to get experience in approaching the quay”, says Klaus Melin.

32 years old Peter Olldag Bay is serving as chief officer on board the Mærsk Fetcher, but is really a craftsman in disguise, running an old farm with a small stock of animals (horses, chicken and dogs) together with his pregnant wife and one child. He spends a lot of his time restoring the old farm. “When I leave the ship to go home to Vildbjerg for vacation I do not give ships and shipping much thought unless I have to go to a compulsory course or a similar event”, says Peter O Bay. “Usually I go home and start with my tools and pick up the tasks where I left them when I signed on. I like doing physical work in the other half of my life. My life as a chief officer does

Ships & ports Three pipe layers have laid the Nord Stream pipes. One is the Castoro Dieci, which laid the bit from the shore connection in Lubmin near Greifswald and some 50 nautical miles to sea. Then the Castoro Sei took over, served by the two Maersk Supply Service anchor handlers Maersk Tackler and Maersk Tracer. The northern part of Nord Stream is laid by the world’s largest pipe layer, the Dutch owned Solitaire, flying Panama-flag. The Solitaire is working on DP while the Castoro Sei is working with anchor lines to keep station. The total 1,224-kilometre pipe line will consist of 202,000 coated pipes, each 12.2 metres long and prepared by the coating factory at Kotka or a similar factory set up at Mukran on the isle of Rügen. From these two ports pipes are distributed to three other base ports along the coast. From Kotka two coasters controlled by Österströms Rederi AB have been lifting pipes to a new depot with 36,000 pipes at Hanko on the western tip of Finland. So in mid December, the Mærsk Fetcher and its two running mates moved their sailings from Kotka to Hanko in order to minimise transit times to and from the Solitaire. The pipe hauling to the Castoro Sei started from Mukran, but is later moved to a depot at Karlskrona, where 30,000 pipes have been stationed. Later the sailing will go from Slite on the Isle of Gotland, where another 55,000 pipes have been transferred to a depot to be used later this summer when the Castoro Sei reaches the area northbound towards the area where the Solitaire is.

»It is from the day you pass the test that you really start to learn how to drive a car or sail a supply ship» not give anything physically, as my tasks are mainly navigational or administrative like making sure that a certain member of the crew will get new working clothes from the Maersk system in due time, ordering stores for the ship and things like that, which usually is done by the computer on board. Under normal circumstances there is no physical work except for fire and boat drills every now and then”, says Peter O Bay. During one voyage he himself picked up the toolbox when a new Epirb-sender had to be mounted in the wheelhouse – usually a task for someone from the engine crew. He started his career at sea being an apprentice at the Knud I Larsen Shipping Company in Copenhagen sailing on their container vessels, but ended up in the A P Møller-Mærsk Group, when Knud I Larsen filed for bankruptcy in the 1990s. “They were very nice to me and paid me a monthly salary when I studied to become a mate and even when I finished and started on another job”, says Peter O Bay. “A pity the company did not survive”, he adds.

One position as second mate (there are two of them on board) is held by 27 years old Swedish citizen Per Wanngård, who is doing his second term on board the Mærsk Fetcher after his examination as mate from Maersk Training Centre in Svendborg. “I am still rather green in my job on board, but it is like having a driving license: It is from the day you pass the test that you really start to learn how to drive a car or sail a supply ship”, says Per Wanngård. He is one of the many “self grown” officers in A P MøllerMærsk, as he started in the Group as an apprentice four years ago even though he is a Swedish citizen and living in the Swedish city of Lund. “I saw an ad from A P Møller-Mærsk offering young people to sign up for an education as mariner and asked them if I could come in question despite being a Swedish citizen. But that did not matter at all, they said. A lot of the education is in English. Naturally a lot of the talk at the Maersk Training Centre in Svendborg is in Danish, but that is not so far from my native language in Skåne. So during my stay in Svendborg (where accommodation is offered as well for trainees) I managed to improve my Danish a lot”, says Per Wanngård. He is one of those on board who do not care too much about shipping when off duty. “Well, a little bit perhaps, but when I am going home in a few days I have to do some work at home. My girlfriend and me are moving to a new apartment in Lund and it needs some painting and decorating before we can move our furniture into the flat”, says Per Wanngård. Søren Kjær Madsen, 51 years old, holds the position as chief engineer on Mærsk Fetcher. As chief engineer he is head of the technical department on board and has the responsibility to make sure that the ship is running at all times. He does his job despite a handicap, as he is slightly hit by Parkinson’s dis-

Chief Officer Peter Olldag Bay runs a small farm when he is off duty and is soon to have his second child.

Second Mate Per Wanngård thinks more about painting walls than shipping when he is at home in Sweden.

The Solitaire The Solitaire was originally a cape-size bulk carrier under Danish control in the years from 1988 to 1992 under the names Interbulk Vanguard and Comship. It has a crew of 420 persons, who usually are transferred by helicopters landing on the vesselâ&#x20AC;&#x2122;s own landing pad. Under the main deck and the welding deck there are storage areas for pipes, which are automatically moved from the landing area to the storage. After storage another automatic system takes the pipes to the welding lines on the first deck, where the pipes are welded together to a pipeline, which leaves the Solitaire via the jib at the stern. From the jib the 48-inch pipeline hangs in a gigantic loop before reaching the seabed. In the loop, an offshore vessel fitted with an ROV (Remotely Operated Vehicle) surveys the welding around the clock. So far the Solitaire has been able to continue working, as the winter has not been too hard in the area in the western part of the Gulf of Finland. The project has incorporated a time delay for ice trouble in that area. The status in the beginning of January 2011 is that 850 out of totally 1,224 kilometres of pipes in the Nord Stream lines have been laid. The project is proceeding according to schedule.

»My wife is usually a much tougher employer than Maersk Supply Service and I am sure she has a long list of things that I have to do before going back to my ship» ease and has diminished control over his left hand and arm. “It started some years ago, but is now in a stable stage. Together with my doctor and the company we decided that I would continue working on board”, says Søren Madsen. “Even if I am unable to take actual part in working in the engine department the other guys can benefit from my long experience and knowledge of running a supply vessel. So all in all, it is win-win situation because I am not ready to retire or take sick leave for a longer period”, explains Søren Madsen. “I have learned one or two things about running a supply ship after serving ten years in one of the old L-class vessels (anchor handler) running out of Nigeria and Equatorial Guinea. I mean when your are working in West Africa spare parts are not always just around the corner and we had to fix things in the best way possible with whatever we had on board”, says Søren Madsen. When he left the Mærsk Fetcher in the middle of November he went home to Kolding to the usual home tasks. “My wife is usually a much tougher employer than Maersk Supply Service and I am sure she has a long list of things that I have to do before going back to my ship. I know that I am going to renew the wallpaper in one of our rooms”, says Søren Madsen. He and his team celebrated Christmas on board, so one of his very important tasks while off duty was to take his car and drive to the German border to shop sweets for Christmas celebration on board. Before leaving, everyone who was to stay on board for Christmas was interviewed about his favourite sweet. “So I have a very long shopping list”, says Søren Madsen.

“Oh, my goodness, I have been working at loads of places and positions during my working years. All from being a self employed fisherman with my own fishing vessel to a lorry driver in all of Europe. I have also spent a number of years in Maersk Supply vessels in the Arabian Gulf, sailing under Panama flag in the beginning of the 1980s. It was a swell time”, says Per Madsbøll. In the beginning of November, when he was supposed to be relieved, he ran into a classic problem for a seafarer. The colleague on the crew team postponed his arrival with a week because his father was seriously ill with the risk of passing away. “It is a very legitimate reason for not showing up, but it puts me in a troubled position. I was to be relieved on Tuesday and on the following Saturday I was to leave for vacation in Thailand with my wife, and she was not pleased at all when she got the first message about the delay”, says Per Madsbøll. “In the present situation I prefer not to have my mobile phone open and will wait and see”, he adds. During summers, he and his wife usually participate in motorcycle tours with a biker club. “Not anything like Hells Angles or similar, but more for older people like myself”, says Per Madsbøll.

The Danish members of the engine crew on board Mærsk Fetcher – Chief Engineer Søren Madsen, Second Engineer Per Madsbøll and Third Engineer Tony Thomsen Schmidt – have a special assignment every day at 19:00: They play one game of Wii golf on the recreation room’s large TV set. “We do it every night and have a great deal of fun. I can see that the rest of the crew also enjoy watching us play. None of us play golf in real life and I don’t think that we will start doing so”, says Chief Engineer Søren Madsen.

Second Engineer Per Christian Madsbøll is the second oldest person on board. He was born in 1954 and has substantial experience in sailing in supply ships, but also in other ships and other jobs.

Frank Staal, born in 1966, is one of two Danish Ship Assistants on board. He has a long and vast experience sailing on supply vessels. He works mostly on deck on the Mærsk Fetcher. Along with his Russian colleague he is responsible for loading pipes on deck. That means that he and the Russian colleague Yury handles each pipe, making sure it is secured on deck. The team is also on deck during the discharge of the pipes at sea. “It is not a very physically demanding task, but you have to

Chief Engineer Søren Kjær Madsen (in beige t-shirt) writes safety documentation together with his crew mates.

Second Engineer Per Christian Madsbøll was supposed to be in Thailand on vacation, but his replacement was delayed.

Every night 3rd Engineer Tony Thomsen Schmidt, 2nd Engineer Per Madsbøll and Chief Engineer Søren Madsen play Wii golf.

The coffee machine is a vital part of the Mærsk Fetcher machinery. In November it brewed cup number 26,457.

AB Frank Staal is building a kayak on his spare time … be on full alert while on deck. When the crane’s lifting wires are secured in each end of the pipe you have take cover to get of out range if the pipe should fall back on deck. Nobody will survive a 25-ton pipe falling back”, says Frank Staal.

Frank Staal spends most of his free time on board the Mærsk Fetcher doing creative handicraft in his cabin, like sewing small decorative cloth bags for a shop in Copenhagen. When he is on vacation he continues doing creative work with his hands. After leaving the Mærsk Fetcher for home he started building a kayak for sailing in Øresund close to his home. “I am starting now in November in order to be ready for sailing next summer”, says Frank Staal. The oldest crew member on board the Mærsk Fetcher is Ship Assistant Heinrick Jespersen, who has passed the 59-year mark (born 1951). Despite his age he still takes a turn doing physical work on the ship. At the one day stop Mærsk Fetcher had in November (due to bad weather in the Gulf of Finland when discharge duties on the Solitaire were suspended) Hein-

… when he’s not doing handicraft, like sewing cloth bags.

»When the crane’s lifting wires are secured in each end of the pipe you have take cover to get of out range if the pipe should fall back on deck» rick Jespersen and his Russian colleague took the opportunity to scrub the hull on Mærsk Fetcher for marks of rust by using a special cleaner. “It is not that often we get the chance to do some maintenance on the hull, so I am really happy to make the ship look more clean. I sometimes think about my age, but I am certainly not ready to retire yet and hope to continue for another decade”, says Heinrick Jespersen.

The position as DP-officer (Dynamic Positioning) is rather new on the Mærsk Fetcher. In the spring of 2010, the ship was fitted with its first DP-system making it able to stay on a given position using satellites. Working by DP alongside Solitaire and other offshore installations and rigs requires special certificates added to the officer’s skill. Since none of the usual navigation officers on Mærsk Fetcher has enough hours working in DP mode, an external person with this particular certification has been hired to take the hours with DP. That person is Polish citizen Krzysztof Henryk Kus (29 years of age), who takes over the Mærsk Fetcher as soon as the vessel enters the 500-metre zone around the pipe layer at sea. Then he works for as long as the ship is under DP, and goes off duty when leaving the zone and is free to do nothing until the next arrival at Solitaire. “Well, it is a special kind of job I have on board, but it gives me the time to sleep properly, read books and look at the many DVD movies in the ships library”, says Krzysztof Kus. He has a previous career in Norwegian offshore vessels and just before being hired for the Mærsk Fetcher he was working in Skandi-vessels owned by DOF Rederi A/S in Norway.

Ship Assistant Heinrick Jespersen can in 2012 celebrate 40 years of service on supply vessels.

DP Officer Krzysztof Kus on his night duty, monitoring the Mærsk Fetcher alongside the Solitaire.

no 1 2011 Shipgaz 43

By Rolf P Nilsson rolf@shipgaz.com

report

Peter Hinchliffe

Photo: Fredrik davidsson

on top of regulation Since last summer, Peter Hinchliffe is the secretary general of the ICS and ISF, two joint organisations that represents shipowners from 34 countries controlling about three quarters of the world fleet in trade and labour issues. Shipping is not one uniform industry. It is a cluster of many markets, operated by shipowners with different business ideas, varying degrees of specialisation, working within different national legal frameworks and, of course, with cultural differences. To try to unite those into a single voice must of course be a formidable challenge, but it is a powerful voice, when succeeding. When Lloyd’s List last year ranked the 10 most influential people in international maritime regulation, Peter Hinchliffe came out on top.

meeting Peter Hinchliffe is to talk to a man that is clear, open-minded, engaged, committed and has a lot of knowledge and experience to share. A former Royal Navy officer, he started at ICS in 2001, became marine director in 2006 and has on behalf of his organisation for 10 years worked the corridors and sessions of the IMO.

Asked what’s the major challenge for shipping is today, the answer comes quickly – the image. “It isn’t bad, it doesn’t exist” says Peter Hinchliffe. This is not only a problem for shipping, but also for the world at large. The general ignorance of the importance of shipping for world trade and development could lead to decisions that seem rational, but could be counterproductive, not only for shipping, but for world society. One example is the changed view on market-based measures for CO2 emissions from shipping. “The original intent was to reduce emissions, but now it seems to be an issue of generating funds for the developing world.”

»The intent was to reduce emissions, but now it seems to be an issue of generating funds for the developing world« ICS, the International Chamber of Shipping was formed in 1921 as an international trade organisation for the shipping industry. IFS, the International Shipping Federation, was formed in 1909 as an international employers’ organisation.

When it comes to a market based measure for ship’s emissions, the world is divided into two camps, where one side argues that a solution must be based on the ”Common but Differentiated Responsibility” principle, meaning that the lion share of the costs should be borne by the fleets of the developed world. The other side, claims that costs must be equally divided, as the only result otherwise would be a massive flagging out from traditional shipping nations to open registers, without any benefits for the environment.

in this issue the iCs standpoint is clear: “All should pay the same”, says Peter Hinchliffe. Even if succeeding, and negotiations do land in equal responsibility, there will be a higher fuel bill to pay for shipowners. Higher costs for maritime transport will affect trade patterns and trade development,



44 Shipgaz No 1 2011

Report Peter Hinchliffe Photo: Fredrik davidsson

with consequences for nations. Are politicians aware of this? “Of course not”, says Peter Hinchliffe.

Every now and then the image of maritime transport as a dirty, polluting industry is boosted by accusations from other quarters. When the Carbon War Room, a business leader coalition working for market instruments to reduce emissions, launched its Shipping Efficiency index, the organisation’s figurehead, airline owner and entrepreneur, Richard Branson accused world shipping of “having done pretty well nothing” with ships that “polluted like mad”, ICS went through the roof. Peter Hinchliffe reacted with deeply-felt criticism. He means that the Carbon War Room’s comparison of emissions from individual ships of different types is taken completely out of context. He calls the statement from Sir Richard “bizarre” and “unhelpful”. “He has not been well briefed on the tremendous steps that shipping has taken to maintain its position as the most carbon efficient transport mode by far”.

During the Cancún Climate Change Conference in December last year, an IMO team lobbied for a decision that would give the organisation the exclusive power to find a solution for world maritime transport. They didn’t succeed all the way, but they are probably satisfied that the conference did not take any final decision on how shipping should contribute to the emission reductions or funding. Peter Hinchliffe supports the IMO all the way. “They (the UNCCC) must understand that IMO is the right, and only place, for this”.

He is highly critical of the EU threat of a regional solution, if the work in IMO doesn’t result in regulations quick enough. “This will only lead to flagging out”, says Hinchliffe, arguing that the result will be economic consequences for Europe without any reduction of emissions. The Cancún summit was held in total absence of the world top leaders, who all were present at the previous conference in Copenhagen. According to Peter Hinchliffe this was probably because of the low ex-

concern. “Now the industry in North America is awakening”, says Peter Hinchliffe and he now wants the concerned parties in all SECAs, the third being the North Sea/English Channel, to join forces and bring one voice to the negotiating tables to find a better solution.

There are of course several other

Part of the ballast water treatment system on board Wallenius’ Fedora.

»To meet deadline, we will need 20 vessels retro-fitted each day, seven days a week. We can’t do that« pectations the general public had regarding the outcome of the meeting, but he also mentions that there might be a positive side to the reluctance by world leader’s to attend. “In Copenhagen there was some real work going on in the conference and meeting rooms, but this was setbacked when the world leader’s arrived and took over the scene.”

As Peter Hinchliffe advocates global solutions for shipping, there is another emission issue that he feels must by lifted a notch and where ICS will play its part , the bunker oil sulphur content limit. Today there are three SECAs in the world, and although IMO approved, the consequences are regional. The regulations have been rushed through the system at an unusually fast pace, and there has been little time for reflections before decisions were taken. Today there is a growing awareness within those SECAs that there are a lot of uncertainties around the sulphur limits. Will there be sufficient supplies of the right quality bunker oil? Can the regulations be fairly monitored? What effect will rising bunker oil costs mean for the competitiveness within the areas affected? Could it lead to a modal back-shift? Shipping and the industry in the Baltic SECA was first out to voice its

Combined secretariat In 1991, ICS and ISF launched a combined secretariat, based in London. The membership comprises national shipowners’ associations in 34 countries, controlling around 75 per cent of the world fleet. The current chairman (ICS) and president (ISF): Spyros Polemis, Greece

issues high on Peter Hinchliffe’s agenda for the coming years. The Ballast Water Management Convention is one. The slow ratification process has made this a major, and probably insolvable challenge. “To meet deadline, we will need 20 vessels retro-fitted each day, seven days a week. We can’t do that”, says Peter Hinchliffe. The new ILO super convention will create a huge amount of work for many parties the coming years, not least the classification societies. “They have to work more closely with each member state as those issues are incorporated in national labour laws”. Recruitment is still a major concern, despite the joint ISF/Bimco manpower study update showing that the shortage of skilled seafarers might have eased. According to Peter Hinchliffe, shipping still have to stay on its heels.

“There is a very real shortage in some sectors. The quality in some training facilities is not good enough: They can’t do it, or they don’t want to”. And there is of course the issue of piracy, a real problem that will be in even sharper focus this year, and that has to be tackled to find a long-term solution for the safety of seafarers and for the ships in one of world trade’s most important shipping lanes. “We need a professional tripartite discussion between industry, military and government to find that solution.” There is no lack of challenges ahead for shipping, and it is obvious that in Peter Hinchliffe’s view, there is only one appropriate arena to develop the right measures to make maritime transport safer, more environment-friendly and still be a cost effective tool to develop world trade. Shipping is global, it needs global solutions, and IMO is the place to carve them out.

GRIMALDI LINES

The Leading RO/RO Carrier The new generation of Grimaldi Lines vessels, have proven to be extremely effective and are the most t echnologically advanced RO/RO multipurpose c arriers on the Northern European, Mediterranean, South American and West African sea routes. The service speed is 19–20 knots to ensure the fastest transit time and to tie the vessels to programmed calls as scheduled. As a Grimaldi Lines customer you can count on: n Fast transit times, bringing your overseas m arket closer to you n Competitive rates n High level of damage protection by skilled GRIMALDI LINES staff, a guarantee for the safety of your cargo n Regular sailings: Mediterranean Service fixed-day sailings every 7 days, South American Service regular sailings every 10 days, West African Service regular sailings every 7 days All of which add up to a first class service to the benefit of your products and trade.

The GRIMALDI LINES RO/RO vessels can carry cars – all kinds of vehicles – standard and special c ontainers – forest products – general cargo – p roject cargo. GRIMALDI EURO MED SERVICE ports of call: Wallhamn – Esbjerg – Antwerp – Southampton – Portbury – Cork – Livorno – Salerno – Palermo – Valletta – Tunis – Piraeus – Izmir – Ashdod – Haifa – Limassol – Alexandria – Savona – Setubal – Lattakia – Tartous – Beirut – Mersin – Khoms GRIMALDI SOUTH AMERICAN SERVICE ports of call: Hamburg – Antwerp – Le Havre – Bilbao – T ilbury – Southampton – Setubal – Salvador – Rio de Janeiro – Santos – Paranagua – Buenos Aires – Zarate – Montevideo – Asuncion GRIMALDI WEST AFRICAN SERVICE ports of call: Hamburg – Antwerp – Le Havre – Tilbury – A msterdam – Casablanca – Dakar – Banjul – F reetown – Abidjan – Tema – Pointe Noire – Lome – Cotonou – Lagos – Douala – Boma – Luanda – Takoradi – Lobito – Conakry Scandinavia is served by feeders for the South American and West African services.

For further information and bookings please contact Grimaldi Maritime Agencies Sweden AB P.O.Box 2185, SE-403 13 Gothenburg, Sweden Tel. no +46(0)31-60 72 80 Fax. no +46(0)31-13 57 24 Web site www.grimaldisweden.se

Nominated by Lloyd’s Loading List as Deep Sea Ro/Ro Line of the year 1998, 1999, 2000, 2001, 2002, 2003, 2004 2005, 2006, 2007

46 Shipgaz No 1 2011

By Pär-Henrik Sjöström par-henrik@shipgaz.com

Report Port Everglades

Photo: Pär-henrik Sjöström

Giants made all the difference

Port Everglades is the base for the largest cruise ships in the world. The port also has ambitious plans for expansion in its other activities – on the future agenda is for example a ferry link to Cuba. Cruising is the first thing that comes to mind when talking about Port Everglades, the seaport of Broward County in South Florida metropolitan area. Located within the three cities of Fort Lauderdale, Hollywood and Dania Beach, Port Everglades is one of the indisputable centres for cruise traffic in the world. Each day several large cruise vessels are docking at its more than ten cruise terminals. A world record was set on March 20, 2010, when 53,365 cruise guests sailed in or out from the port on a single day on a total of nine ships.

“The three leading cruise ports in the world are all situated in Florida”, says Director Carlos Buqueras at Port Everglades’ Business Development Division. Up until some ten years ago Port Everglades was clearly in the shade of Miami as a cruise port. At that

»Now the port has become both volume driven and quality driven, as we have all the cruise lines except one« Originally known as Lake Mabel, Port Everglades was officially established as a deep water harbour in 1927.

time Port Everglades had the luxury cruise lines, but Miami was large in the volume cruises. Today Port Everglades is still the main port in the luxury segment, but has grown remarkably in the volume market too. “Now the port has become both volume driven and quality driven as we have all the cruise lines except one. Still, most of the round the world cruises that come out of South Florida start in Port Everglades”, Carlos Buqueras explains.

Becoming the home port of the two largest cruise vessels in the world of course brought Port Everglades a

lot of extra publicity. The Oasis of the Seas and the Allure of the Seas dock at a new terminal, purpose-built for these ships. “What is particularly interesting for us as a port is the collaborative effort between the port and Royal Caribbean. The ship is only half the story, while the terminal is the other half. They are both linked with the common objective of recognising that this was a one of a kind, never been done before project”, Carlos Buqueras describes.

“The level of collaboration, to get a terminal built on time, below budget, the way the cruise line wanted it without knowing how we wanted it built, is what makes it unique. The level of synergy between Royal Caribbean and the port is amazing.” The existing, 6,300-square metre Terminal 18 was more than tripled

No 1 2011 Shipgaz 47

Port Everglades

Report Photo: Pär-henrik Sjöström Photo: Pär-henrik Sjöström

»We are going to be renovating and modernising four terminals as a part of the agreement with Carnival« in size, by adding a new building to the old one. The result is probably the largest and also one of the most efficient cruise terminals in the world, with a total area of 22,300 square metres. The old terminal was completely modified and attached to the new building seamlessly, making them both completely integrated.

Ellen Kennedy, Manager of Corporate & Community Relations at Port Everglades, stresses that many things are different in the new terminal compared to other cruise terminals. “Most of the time a cruise terminal is basically a warehouse. In the morning during debarking, all the luggage is laid down, people come and get their luggage, whereafter they get through the Customs and they are out. Then it is switched around

at embarking. People start arriving to check in and board the ship. This terminal was built specifically for the Oasis-class and includes two attached buildings. The old terminal is now the debarking terminal for luggage lay down and Customs. The new embarking side has 90 check in points. You just check in, you don’t have to wait outside or in any waiting area.”

Terminal 18 was designed for the Oasis-class cruise vessels.

However, on the upper level there are 3,000 seats and a playground for children, but they are rarely used as the passengers go right on to the ship. “We have them just in case the boarding should be delayed”, Ellen Kennedy says. From the terminal the passengers move through wide and spacious loading bridges directly to the ship.

48 Shipgaz No 1 2011

Report Port Everglades Photo: Pär-henrik Sjöström

Port Everglades is one of the largest ports for import of petroleum products on the US East Coast. Designed and made by the Swedish company FMT, the fixed walkways are attached to the building. They are fully integrated and many passengers think they are still in the building, when they are already almost on board the ship.

»In addition to cruise we have petroleum, containers and cargo. To live by any of these alone is not good, but we are lucky to have all of them«

restraints that make it impossible. In this terminal and in our future terminals it’s been taken care of. People can start coming in before the ship is clear and they can wait and relax in the terminal”, Carlos Buqueras assures.

Despite the strong cruise sector The USD 75 million project started about six years ago when the port was informed about Project Genesis. Port Everglades showed interest to host the new vessels, but according to Carlos Buqueras, Royal Caribbean was at that stage still mainly focusing at Miami. “They told me that they historically sail their newbuildings out of Miami, but they gave us one of the smaller ships instead. Despite that, we later received a request for proposing. Much to our surprise we got the Oasis-class vessels. I think that they saw the port as being more prepared to deliver the project than other ports would have been at the time.” The passenger guarantees were historical – over two million passengers each year during a ten years period. With Carnival Corporation the port signed an even larger passenger terminal use agreement in April 2010,

As a container port Port Ever glades is ranked number twelve in the US and number five on the US East Coast. Last year the port handled a total of 793,000 TEUs.

committing that 25.5 million cruise guests will sail to and from Port Everglades over the next 15 years.

“We are going to be renovating and modernising four terminals as a part of the agreement with Carnival”, Ellen Kennedy informs. “The terminals will be renovated and made more convenient because of bigger ships.” The concept and the experiences from the successful operation of Terminal 18 will be utilised when the terminals are to be modified. “The industry is growing and the cruise lines want to be able to separate embarking and debarking. As many ports have cargo terminals converted into cruise terminals it is very difficult to have the space with the growing size of ships to accommodate let’s say 3,000 people to get on while the rest is getting off. There are physical

Port Everglade is also a cargo port. Carlos Buqueras describes the port as an economic engine for the region. With a cargo throughput of 21.6 million tons in 2010, Port Everglades is a fairly large cargo port in the US. “The diversification of lines of business is one of Port Everglades’ strengths. In addition to cruise we have petroleum, containers and cargo. To live by any of these alone is not good, but we are lucky to have all of them.” Historically, the South Florida Customs District operates with a trade surplus and the strength of Port Everglades’ North/South trade is a major factor.

“We are dominating Latin America and the Caribbean in containers. We have also container liner services to Europe, the Far East and the Mediterranean. For example MSC’s only con-

No 1 2011 Shipgaz 49

Port Everglades

Report Photo: Pär-henrik Sjöström

Carlos Buqueras and Ellen Kennedy at Port Everglades. tainer terminal in Florida is here.” In liquid bulk Port Everglades handles the distribution of all refined petroleum products in South Florida and is a major terminal on the East Coast.

“Every night 1,300 trucks come out here to fill every gas station between Fort Pierce and Key West”, Carlos Buqueras says. Also jet fuel for the airports in the region is imported through Port Everglades. From the port the fuel is distributed to Miami International airport and Fort Lauderdale airports by pipeline. Fuel oil is imported for cruise vessels and other vessels taking bunker in the port too. “All of the bunkering comes from here and it is done dockside with underground pipes”, Carlos Buqueras explains. To ensure its future growth Port Everglades has a Master/Vision Plan, containing a comprehensive and realistic five-year capital improvement plan within the frameworks of 10and 20-year Vision Plans for all of its business sectors. The market forecast drives the plan, which is regularly updated.

»I have suggested that they might want to start with a ferry service to Nassau. When Cuba opens they are already here and can add a ship and deviate« An ongoing project is the improvement of the container yard with new areas for container storage. Among the main upcoming needs regarding facility and infrastructure during the next two decades are the ability to berth fully laden post panamax container vessels, upland improvements to terminals as well as more and longer cargo berths. Also longer beds for cruise vessels are needed.

A project of special interest is preparing for a ferry service to Cuba. Carlos Buqueras has had this vision for two years and he says that several European ferry companies are interested. It would take eight hours for the ferry to sail from Port Everglades to Cuba, enabling one round trip a day. “In Europe there are more ferry services than anywhere else in the

Port Everglades is not actually part of the wetland ecosystem known as the Florida Everglades, but is located on the southeastern coast of the Florida peninsula.

world. Here in South Florida, ferry traffic is a very unusual mode of transport, but it has probably a future in terms of transportation with Cuba.” He stresses that even under the embargo there are exemptions. Crowley, one of the shipping lines operating from the port, maintains a regular liner service to Cuba. The company operates under the exemption that allows for the purchase of medicines and food.

“I’ve been talking to the ferry operators for two years now. Until I started to talk with them Cuba was peripherally on their radar but none of them had the chance to get more details. If I start talking to them and solving their problems we are going to be further along while we do it.” According to Carlos Buqueras there are about five interested operators. “Cuba is not yet open, and they cannot start and invest money for nothing. I have suggested that they might want to start with a ferry service to Nassau. When Cuba opens they are already here and can add a ship and deviate. This way they will control the berth.”

Flexibility FALKVARV – SERVICE SPECIALISTS FOR ALL TYPES OF TONNAGE

Two floating docks with following dimensions Dock 1 Max. ship length 120 m Max. ship width 19 m Lifting capacity 4,500 tons

REPAIR QUAY

Length Depth Crane capacity

Dock 2 155 m 25 m 7,500 tons

250 m 7m 36 tons

Falkvarv AB, situated on the Swedish west coast between the strait of Öresund and Gothenburg, is a shipyard characterised by high technical expertise and solid long-term experience.

• Rebuildings • Class works • Chocking of main engines • CAP-measuring

A well-developed network of highly skilled sub-contractors and collaboration partners enables us to offer a high level of capacity at short notice.

Falkvarv AB, Hamnvägen 12, S-311 32 Falkenberg, Sweden Telephone +46 (0)346 - 141 50 • Telefax +46 (0)346 - 819 85

E-mail info@falkvarv.se www.falkvarv.se

No 1 2011 Shipgaz 51

By Per Nyström, per@shipgaz.com

Spotlight

Technology

Oil - an engine component maintain the old brand in the other engine.

Technology: Per Nyström

After cleaning and overhaul

Per Nyström has a long experience as Chief Engineer, Shipyard Superintendent and troubleshooter when propulsion systems fail. He is part owner of FT Engineering AB.

ubricating oil in diesel engines can be considered as an engine component. It has to fit the particular engine and it has to be maintained properly, just like other engine components.

Most lubricating oil suppliers offer regular testing of the used lub oil from the ship’s various engines and machinery. These tests are a valuable tool but usually lack for example particle counting, i.e. the ship’s engineer will not have sufficient information about the particles in the lub oil system and can therefore not assess the efficiency of filtration and purification. These tests are usually conducted by the oil supplier, and they are not likely to reply on a tested sample that their lubricant is not suitable. Surprisingly few lub oil test are done by independent laboratories.

»Unfortunately it is often seen that the price is the only guide and the technical ability of the lub oil is forgotten «

The task of the lub oil is not only lubrication but also cooling, sealing and transportation of particles and debris that have entered the system from for example combustion. Problems with lubricating oil for main engines in older ships have in many cases been insufficient filtra-

tion and inefficient centrifugal purifiers. This certainly contributes to engine component damage that could have been avoided in many cases.

Case 1: Two 12 cylinder medium speed engines were installed in an existing ship. After a couple of months the injection pumps started to seize and stick, causing all sorts of problems including overspeeding. Investigation showed that the lub oil, from the main system, lubricating the injection pumps carbonized in the pumps and caused the problem. The oil flow through the injection pump’s lub oil borings was too slow, and the light fractions of the oil vaporized, leaving carbon-like deposit in the borings and on the injection pump element plunger, as well as on the toothed gear segment for the pump regulation. It was suggested to test another brand of oil in one engine and

of all injection pumps, the new oil brand was introduced in one engine. After a couple of months of operation on the different oil brands, an evaluation was done. With the second oil brand no problems with sticking injection pumps had been noted, but the consumption of lub oil was doubled with the second brand compared to the first brand. Engine makers do recommend a number of lubricating oil brands in their engine manuals, however, they do not mention consequences of operation on the various brands, and it has probably not been sufficiently tested or evaluated in test bed operation.

Case 2: A 9 cylinder engine was suffering from the same problems with sticking injection pumps due to carbonized lub oil as in case 1. This was in a diesel electric propulsion plant, but in this case one injection pump fuel rack was sticking in full power position while the engine power was reduced for disconnected from the electric grid. In this case the governor endeavoured to reduce the power but this was maintained by one single cylinder due to the sticking injection pump. The result was damage to the engine crankshaft, to such an extent that it was beyond repair and had to be replaced. The affected cylinder unit was completely destroyed.



NO CHEMICALS - NO PROBLEM For engine cooling water and your HVAC systems EnwaMatic® Maritime • Filtration to 5M • Fully automatic • No scaling • No corrision • No bacteria +47 51 63 43 00

post@enwa.com

+46 31 742 9250

Approval from:

info@enwa.se

W A T E R

T R E A T M E N T

www.enwa.com w w w. e n w a . c o m

52 Shipgaz No 1 2011

Spotlight Technology Photo: Per Nyström

A very costly repair that could have been avoided if carbonizing in the injection pump had been known to the engineers.

Case 3: A 90,000-ton bulk carrier with a large medium speed engine suffered from water ingress in main engine lub oil, purifier was not properly set up and it could not remove the water from the oil with required efficiency. All bearing shells were affected and developing tin oxides. Tin oxides are hard and do scratch the crankshaft. Water cavitation had occurred in the crank bearings, destroying the bearing shells. The repair required 1.5 months, replacing all bearing shells, main bearings, big end bearings and camshaft bearings but also polishing all bearing journals and pins. The maintenance of the lub oil had failed and the consequences were serious for a ship of this size and the ship is furthermore specially equipped for special cargo, i.e. an expensive ship to have idling in a shipyard. StenaWeco_ad_184x118mm.pdf

A new purifier plant had to be purchased and installed.

Selecting a suitable lubricating oil

and equipment for maintaining the lub oil in a good condition is a very important issue where technical considerations may be as important as 2011-01-25 10.17 the oil price itself.

Big end bearing shell suffering from tin oxides and cavitation, due to water ingress in lub oil.

A selection of an unsuitable lub oil may also cause heavy deposit in combustion spaces, exhaust piping and turbochargers, thus reducing the available power of the engine. Unfortunately it is often seen that the price is the only guide and the technical ability of the lub oil is forgotten.

STENA BULK GROWS BIGGER AND “GREENER” THROUGH MERGER WITH DANISH WECO S T E N A B U L K I S B U L K I N G U P in the segment for Medium Range product tankers by acquiring 50 percent of the Danish shipping company Weco. This doubles our common MR-fleet to 40 ultra modern tankers under the new brand name Stena Weco. With our strength in petroleum products and Weco’s world-leading position in special-type products such as palm oils, edible oils and caustic soda, we now can offer customers a fleet of first-class vessels and outstanding service through a wide range of local offices.

With offices in eight countries, Stena Bulk is a leading international tanker owner. The company has a controlled fleet of about 80 tankers. Stena Bulk is part of the Stena Sphere with more than 20,000 employees and a turnover of 8 billion USD.

www.stenabulk.com

G O T H E N B U R G

•

R U N G S T E D

•

H O U S T O N

•

S I N G A P O R E

•

R I O

D E

J A N E I R O

SAfETY ANd SUPPORT AT SEA

Herr Ober, Eis bitte! We did not order ice, but in February 2011 we got the ice-classed tugs Svitzer Trym and Svitzer Tyr delivered. They are each delivering 6000 hp and will operate in Swedish waters.

Regional office Scandinavia Nya Varvet 85 · SE-426 71 Västra Frölunda · Sweden Tel. +46 (0)31 10 97 00 · segot.info@svitzer.com · www.svitzer.com

A part of A.P. Moller - Maersk Group

Regional office Scandinavia Nya Varvet 85 · SE-426 71 Västra Frölunda · Sweden Tel. +46 (0)31 10 97 00 · segot.info@svitzer.com · www.svitzer.com

A part of A.P. Moller - Maersk Group

Focus on onboard equipment:

New technology, old traditions Innumerable high-tech applications on board the Allure of the Seas will never replace the human touch of good old seamanship. But used the right way, they are the perfect tool for a flexible and smooth operation. Text & Photo: Pär-Henrik Sjöström

An important factor behind the successful operation of Royal Caribbean International’s newest class of vessels is the extensive use of state-of-the-art technology. ogether with her sister Oasis of the Seas, the Allure of the Seas is probably one of the most advanced passenger vessels ever built. In addition to interesting and innovative solutions in the design itself, the vessel is cramped with hitech equipment providing a relevant basis for her operational performance. Having a double occupancy passenger capacity of 5,400 and a maximum capacity of 6,360, the pressure upon the logistics as well as the passenger flows on board are obviously demanding. There are of course potential bottlenecks during certain times of the day, regarding for example elevator capacity and restaurant seating. However, these are almost completely eliminated by a combination of careful pre planning and technology. A functioning lay out of the decks of course form the foundation for smooth passenger flows. The deck arrangement of the Allure of the Seas includes two main staircases, one forward and one aft, each of them equipped with wide staircases and 12 elevators. Despite the large number of passengers, the capacity of the elevators is sufficient for avoiding unreasonable long waiting times also during peaks – boarding and disembarking. The main horizontal passenger flows on the Allure of the Seas are located to the Royal Promenade on deck 5, of which the role can be compared to something like a main street. It is not just a place for strolling and meeting people, it is also an efficient transport route between the fore and the aft part of the vessel. Another main horizontal connection on the ship is the outdoor area Central Park on deck 8, above the Royal Promenade. Also on each side of the eight full-length cabin decks there are wide corridors from fore to aft, connecting the staterooms with the two main staircases.

Behind the scenes there are numerous additional vertical and horizontal transport routes used by the crew, of which the service routes along the whole length of deck 2 are the most essential. For example stores, supplies and passenger luggage are taken on board on deck 2 and distributed vertically by service lifts to different locations in the ship. As the passengers do not carry their own luggage on board during boarding, only the handling and distribution of the luggage of more than 6,000 guests is a huge challenge. After boarding the luggage should be available for the guests as soon as possible – at the latest before it is time to dress up for dinner – and the fact that all suitcases are distributed outside the passenger staterooms before departure at 5 pm proves the efficiency of the procedures. When leaving the ship after the cruise, it is nowadays possible for the guests to handle their luggage by themselves if they are leaving early. However in most cases the crew takes care of this task too. By 11 pm on the last night at sea the luggage is

The Allure of the Seas is really big, there is no question about it. Here the vessel is docked by the pier at Royal Caribbean’s private resort at Labadee, Haiti.

Touch screens are used to make it easier for the passengers to find their way on board.

The shipping company’s traditional crown and anchor symbol in the funnel with one of the vessel’s satellite antennas in the foreground.

The pool deck is divided into several smaller areas by the twin superstructure layout.

left outside the cabin and during the night it is moved down to deck 2 by the crew. Early in the morning, immediately after the ship has docked, the luggage is transferred to the terminal. Later, when the passengers start to disembark, the luggage is sorted in different areas in the large terminal, making it easier to find. Similar logistic challenges appear when taking on board provisions for the seven days cruise in Port Everglades. The supplies mainly consist of food and beverage provisions, consumables, marine ship spares as well as retail supplies. The Allure of the Seas loads about 35 to 40 containers (40 ft trailers). The loading starts at 8:00 am and is usually finished by 2:30 pm.

Many may wonder whether it is possible at all to operate a ship with more than 6,000 passengers in a smooth way. The answer is yes. Shipgaz visited the vessel during its sixth

cruise. The number of guests reached almost 6,000, meaning that every stateroom was booked up and occupied by at least two passengers. As there were a lot of families with children, many of the available additional sofa beds or Pullman type spare beds were used too. Despite the large number of passengers the Allure of the Seas did not seem crowded. It is to a great extent a matter of distributing the guests evenly over the large ship. To be able to achieve this, it is essential to be familiar with the actual situation. Aided by technology, the guests get online information about the use of the venues on board. A number of hi-tech solutions play a significant role in making the cruise successful. The IT infrastructure on board is extremely advanced. Developed by Royal Caribbean in partnership with the networking expert Cisco Systems and the technology solutions provider Insight, the ship has an extensive Wi-Fi network with 900 access

The favourite Hotel Director Raimund Gschaider is from Austria and has been with the company for 28 years. “In those days, when we had a thousand guests, we thought that we had really big ships.” He has personal experience from all ship types of Royal Caribbean, both the existing and the former ones.

Which one is your favourite? “Of sentimental reasons I must say the Oasis-class. Being part of the project team, I have dealt with every space on board and there is a story to every lounge and every deck. Knowing the history and how everything came about, I doubt there would be any other ship I would feel as closely connected to as the Oasis and the Allure.”

guest service reception desk. The system may also be used for surfing the internet via a fast satellite connection.

Hotel Director Raimund Gschaider at the Allure of the Seas has

points. Further there are more than 5,000 television sets, 300 interactive digital signs, 1,000 wireless Cisco IP phones used by the staff and 365 POS (Point of Sale) devices, all running on the network and each one of them anchored by an IP address.

From the passengers’ point of view the most important element in the interactive communication system is the flat screen television in the stateroom. In addition to satellite TV channels, the system offers information about the venues on board. There are also internal TV channels providing useful information for the guests. A most useful feature is real time information about the restaurant flow, informing in which restaurants there are immediate seating. The system is interactive, making it for example possible to view the personal cruise account, order shore excursions or reserve places on shows. Such features ease the pressure on the

had a key role in the team behind the planning of the solutions. “The pervasive Wi-Fi throughout the vessel is definitively the main platform for everything that we do on the IT-side. Internally the shipboard management team is using Wi-Fi enabled iPod Touch to keep track of e-mail, APASS and other systems while we move around the ship. Also the iPad has found its way into our operation and replaced many notebooks amongst our management team.” The guests have access to the network too. “At present guests can rent our mobile Wi-Fi phones for onboard communications. We are also presently developing technology and apps that will work with iPhones and allow guests to see where the other person is on board, allow them access to their personal calendar, the cruise compass and activities schedule as well as the usual phone and texting capability.” Hotel Director Gschaider informs that in all elevator lobbies on board the ship there are also large touch screens, providing an electronic way to finding the guests’ staterooms. “They also present the entertainment program and much more. They are actually part of a digital signing installation, which has more than 250 screens throughout the ship. We are very proud of the active screen technology.”

The Allure of the Seas has been equipped with MTN Satellite Communications’ VSAT satellite communications system, providing an extensive range of voice and data services. It is designed to support over 40 simultaneous satellite phone calls through state-of-the-art Cisco Voice-over-Internet-Protocol

Hotel Director Raimund Gschaider, a veteran with 28 years of experience of all vessel classes in the Royal Caribbean-ďŹ&#x201A;eet.

When there are no land based stations for mobile telephony within reach, the system switches to the satellite network.

»There is nothing greater, bigger or more challenging, but also more rewarding, than the Oasisclass» (VoIP) gateways, allowing guests and crew to make calls directly from their cabin phones. Wireless Maritime Services – a joint venture between MTN and AT&T Mobility – enables the use of mobile phones also while the ship is at sea, by relaying the voice and data traffic though the MTN satellite network. In addition to all the telephony systems, MTN also provides the broadband Internet connectivity for the Wi-Fi networks and Internet Cafés on board, along with a private, secure data channel for the ship’s business. “Our internet connection speed is generally very good but it also depends on traffic, time of day, geographic location of the ship amongst other variables. The system is set up in a way that it gives preference to our guest facing installations, followed by voice (telephone), administrative and crew work stations”, Hotel Director Gschaider explains. There are for example kiosks where the guests in advance may check in online on their connection flights and print their boarding passes. It is also possible to print a copy of the statements or the daily planner. “This is again new technology that we have brought with us”, Hotel Director Gschaider stresses. “Guests are able to use their own mobile phones, laptops or PDAs throughout the cruise.”

According to Hotel Director Gschaider it has been a gigantic startup process. “Properties of this size you usually only find in Las Vegas or very big convention locations. When we started the operational planning for the Oasis-class more than three years before

the first delivery we looked at every aspect of our operation. Our planning has paid off. The Oasis startup did help us to get a good idea what to do for the Allure. This was a much easier startup, which is normal for a second vessel of a class.” He thinks that successful operation in the end is all down to an experienced team and communication. “Things clearly become very complex on a ship of this size. So much happens all the time on many different locations. Planning and scheduling is extremely important to ensure that our guests get the experience they expect. If we don’t schedule everything correctly we may create bottlenecks and the guests would have to be queuing.”

However Hotel Director Gschaider points out that everything is not solved by hi-tech solutions. It is up to the crew to make everything work. With operations of the size of Royal Caribbean International it is possible to get an experienced crew even on a brand new ship. “When the Allure was delivered our fleet totalled 21 vessels. We strategically picked eight to ten per cent of the crew members in various positions from each of our existing ships to start up our new ship. This allowed us to man the Allure with a crew that consisted to 95 per cent of members with experience from Royal Caribbean, still without impacting any of our existing ships by stealing too many of their experienced crew members.” Hotel Director Gschaider thinks that the ship has fulfilled every expectation. “I am thrilled with how the ship works. The Oasis class is the first in at least a decade to take cruising to a new level thanks to size and design. I am thrilled to se a ship carry 6,000 guests and there are still no queues. This a great achievement by the designers, architects and visionaries. OperNext: ating the ship is the greatest honour any of us can Navigation: have, because there is nothing greater, bigger or “It is all about more challenging, but also more rewarding, than power” the Oasis-class.”

â&#x20AC;&#x2C6;Palm trees frame the Allure on this view from Labadee, Haiti.

â&#x20AC;&#x2C6;Built only for tourists, the Labadee resort is a safe way for tourists to visit Haiti.

The dynamic positioning system is not needed at Labadee, as a new pier has been built for the Oasis-class. However, anchoring is not needed anywhere, which is of great importance in the sensitive environment of many tropical paradises.

The Central Park, with its real trees and plants, is a unique feature of the Oasis-class vessels.

â&#x20AC;&#x2C6;Despite the divided superstructure the open deck area of the Allure is huge.

â&#x20AC;&#x2C6;Yummy yummy, rummy rummy. The service is excellent on the Allure of the Seas.

Introduced in December 2010 the Allure of the Seas has already proved her qualities on the demanding and highly competitive volume market in the Caribbean. From the passenger’s point of view the Allure of the Seas is best described as amazing – a word so often used by the Americans. Due to the diversity of possibilities on board – not least thanks to the neighbourhood concept – the vessel attracts a wide sector of the contemporary market, both regarding age, preferences and demographics. Neighbourhooding means different types of surroundings on the same ship, aiming at certain target groups. On the Allure of the Seas there are seven neighbourhoods. Also different generations may travel together and they seem to make the most of the cruise due to the multiplicity of physical surroundings, entertainment and activities on board.

The variety of activities on board makes the ship itself the main destination of the cruise. However, visits in ports form an essential part of cruising and are always popular. Sailing from Port Everglades, the Allure of the Seas and the Oasis of the Seas are alternating with weekly itineraries in the Eastern and Western Caribbean respectively. The vessels dock in every port, eliminating the need of tendering between 5,000 and 6,000 passengers between ship and shore. The destinations on a Western Caribbean cruise are Royal Caribbean’s private resort Labadee on Haiti as well as Costa Maya and Cozumel in Mexico. The Eastern cruise includes calls at Nassau at the Bahamas, Charlotte Amalie at St Thomas and Philipsburg at St Maarten. Due to practical reasons the Oasis of the Seas calls Fort Lauderdale on Saturdays and the Allure on Sundays. With one cruise terminal designed to serve the Oasis class, there is simply not capacity for simultaneous docking of two ultra large vessels.

Consumption Consumed during a cruise:

• 68 tons of meat • 82 tons of fruits and vegetables • 27 tons of dairy items • 250 cases of wine • 3,000 cases of beer • 20,000 bottles of water

Lazy days on the sun deck by the pool is the trade mark of Caribbean cruising. When the winter comes to the northern hemisphere, many additional cruise vessels are repositioned to this area.

Superman, alias Cruise Director Ken Rush, is testing the Zip Line, another of Royal Caribbean Internationalâ&#x20AC;&#x2122;s new ideas on the Oasis-class.

Arrival at Costa Maya, Mexico. The manoeuvring characteristics of the vessel are excellent due to sufficient power in the bow and Azipods in the stern.

Captain Hernan Zini of the Allure of the Seas appreciates Azipod propulsion and sufficient power in the bow thrusters far more than the fancy extras of an integrated navigation system. he spirit of San Fernando, the nautical capital of Argentina, inspired Hernan Zini to take up sailing and rowing as a child. “I entered the Navy boarding school at the age of 12. After high school, I became a merchant marine. I worked on cargo ships and then moved to Miami. The Nordic Empress was my first ship with Royal Caribbean”, Captain Zini says. He has sailed as master on all vessel types in the Royal Caribbean International fleet and he is most impressed with the performance and manoeuvrability of the Allure of the Seas. The

three latest types of vessels he knows especially well, as he has been surveying several of the newbuildings in Turku – such as the Voyager of the Seas, the Independence of the Seas and now the Allure of the Seas. “Finland has been like a fourth home for me”, Captain Zini explains. ”My life is divided between Buenos Aires and England. Miami has been another base for many years because of the company.”

When Captain Zini compares the Independence of the Freedom-class with the Allure he states that they are similar in many ways, although the Allure has more weight and more power. He stresses that the wind limitations are quite similar, but of course the size of the Allure means that there are smaller margins for errors. “When the propellers of the Freedom-class rotate with 30 rpm they get the ship moving quite nicely, but here that is like you are just tickling the ship. On the Allure you need 40 or 50 rpm to get the same effect, but the ship manoeuvres extremely well. The Azipods in the stern provide you with sufficient power to move the ship virtually wherever you want. The size of the bow thrusters in relation to the size of the ship is also very good. We can easily handle 34 to 40 knots wind from the side.” He thinks there is no use for tugs to assist this ship.

Integrated navigation The Allure probably has one of the most advanced integrated navigation systems ever installed on a merchant vessel. Supplied by Northrop Grumman’s Sperry Marine business unit it is a complete integrated suite of navigation, communication and control systems.

The bridge team of the Allure of the Seas, strengthened by Staff Captain Palmroos (far left).

Based on Sperry Marine’s VisionMaster FT technology, it includes a total of 13 TotalWatch multifunction workstations on the bridge, as well as a TabletBridge wireless node in the captain’s cabin. The TotalWatch concept brings together information from radars, electronic chart display and information systems, and other shipboard systems for display on a single high-resolution flat-screen display for maximum situational awareness for the watch officers.

Captain Hernan Zini and Staff Captain Mikael Palmroos. “Our four bow thrusters develop 5.5 MW each. A tug may have half the output of one of our bow thrusters, so we would need four tugs to make something out of it. When you start to think that you need more power with this ship you should simply not go there at all.”

Captain Zini thinks that Azipod propulsion is one of the greatest innovations in manoeuvring of big ships. “I prefer to have a ship with Azipods and powerful bow thrusters. It is essential to have the power, as it is the real thing you need to manoeuvre. I am not crying for technology, but I appreciate technology that produces power for manoeuvring. I would have no problem with losing the rest of the fancy presentations and displays.” Another important improvement is that the bow thrusters are no longer underpowered in relation to the propellers. “When we started to build ships with Azipods and more bow thruster power they became more manoeuvrable and you started to become a little bit more at ease with them as a captain.” When passing the 100,000 GT size, and even less than that, Captain Zini says that it is essential with Azipods, but also with enough power in the bow to obtain a good balance in comparison to the power in stern. “If you need to twist your engines to produce the lift to turn

the vessel, the amount of propeller wash generated by a conventional ship of this size would have a tremendous impact on the harbour. We are able to move this ship sideways with 40 rpm on the propellers and at the peak of harbour manoeuvring we use 60 rpm, or maybe now and then 70 rpm. I am a big fan of Azipods in big ships. You use the power that you need and you are able to use the rpm that you need in the direction you want.”

When navigating at sea Captain Zini thinks that many of the features of a state-of-the-art integrated navigation system are useful, but they must not replace the traditional skills of a navigator. “The new generation love to lean upon the new technology. If you don’t help them to practice the old skills they would perhaps not develop them at all. These skills may save you one day when something comes up.” He regards the computer as an excellent advisor, but the officers have to make the decisions themselves. “They learn all the techniques of navigation at Next: school, it is up to us to enforce the use and coach Safety & them. We try to find the balance between the elecSecurity on the tronic war and the radar war. It is another part of Allure of the Seas this job that I like.”

Ensuring the safety of some 6,000 passengers calls for tailor-made solutions. Large rescue vessels, online registration of passengers and a dedicated safety command centre are some of the state of the art safety technology features on the Allure. n late fall 2009 Shipgaz published an interview with master mariner Mikael Palmroos, then chief officer maintenance on the brand new Oasis of the Seas. Just over a year later he was appointed staff captain on the Allure of the Seas. Being staff captain at the age of 30, Mikael Palmroos thinks that his experience as chief officer maintenance and later chief officer safety from the Oasis of the Seas had a favourable effect on getting this job. “Ship specific knowledge is important. The Oasis-class is

different from all other vessel types in the fleet. The ships are much larger and demand a more flexible operation.” As staff captain Mikael Palmroos is second in command on the Allure of the Seas. He is also department head and for example responsible for all safety and security matters on board. The chief officers and the security officer report to the staff captain. “The security side is a new challenge for me. It is huge and brings many new things, but it is also most interesting. After 9/11 security on cruise vessels has become even more important.”

Staff Captain Mikael Palmroos in the safety command centre aft of the bridge. In combination with advanced IT technology, the projectors enable a fast visual presentation of the actual situation in case of an emergency.

There are no lifeboats of the Allure of the Seas, they are called rescue vessels due to their size. Each vessel may accommodate 370 persons and is immediately ready for boarding.

Testing the FRB in the crystal clear water of Cozumel, Mexico.

The lifebuoys represent the most traditional means of rescue on board this high-tech vessel, but are still a compulsory part of the safety equipment.

»We prefer to call them rescue vessels. A lifeboat is for 150 persons, everything beyond that is a rescue vessel« A new feature on the Oasis-class is the safety command centre in the aft part of the bridge. It may be separated from the bridge by a sliding door and is manned 24/7 due to a rotating watch system between the bridge and the safety command centre. The officer on watch on the bridge is responsible for navigation while the officer on watch in the safety command centre takes care of all alarms and 911 calls. In case of an emergency the staff captain takes the command in the safety command centre. Should it be necessary to prepare for an evacuation of the ship, the hotel director is responsible for evacuation from the evacuation control centre on deck 3, reporting directly to the captain. The latest technology has been adapted for a worst case scenario. When the passengers arrive at the assembly stations their cabin cards are read by the staff using handheld PDAs (Personal Digital Assistant). The officers know exactly how many cards are scanned and the location of their holders. The mobile PDAs provide online information and the actual progress of the evacuation may be presented graphically in the command centre. “For me this provides a good indication about where everyone is on board”, Staff Captain Palmroos explains.

Staff Captain Mikael Palmroos underlines that the Allure of the Seas does not have any traditional muster stations. “We have assembly stations instead. On an ordinary cruise vessel you have your life jacket in your cabin. We have a life jacket distribution team, bringing you a life jacket to your assembly station. In the case of an emergency you go to your own assembly station, but if you already should be for example watching a show in the Aqua Theatre, which is one of the assembly stations, you can stay there instead. Children are brought by the crew to the same assembly station where their parents are.” The assembly station leaders provide instructions and, if necessary, take the passengers along a specific route to the

Many Scandinavian officers Royal Caribbean International currently employs 110 officers in the Marine areas from Scandinavian countries, which represents approximately ten per cent of the company’s total officer population. “Our traditional Norwegian roots and the fact that several years ago our vessels were under the Norwegian flag explains the traditionally high number of Scandinavians officers”, informs John Mc Girl, Vice President, Human Resources at Royal Caribbean International Shipboard. Although the share of Scandinavians is remarkably high, there is no specific policy about employing officers from the Nordic countries. “Today, Royal Caribbean International hires globally for the best talent regardless of nationality. We hire the best trained and experienced officers globally and as such, find that all our officers are equally capable. We value the great training and maritime traditions that our Scandinavian officers bring”, Vice President John Mc Girl concludes. lifeboats, where they are boarded directly. No preparations are needed as the lifeboats are stowed in the boarding position and ready to be launched.

As a matter of fact the Allure of the Seas does not have any conventional lifeboats, Staff Captain Palmroos clarifies. “We prefer to call them rescue vessels. A lifeboat is for 150 persons, everything beyond that is a rescue vessel.” The fully enclosed rescue vessels have been built by Umoe Schat-Harding in Norway. There are 18 vessels for 370 persons each, of a type designated CRV55. The CRV55 has a catamaran hull, providing excellent sea-keeping capability and manoeuvrability. Built of fibreglass reinforced polyester using a vacuum technique, the CRV55 is 16.7 m long and 5.6 m wide and has a weight of 16 tonnes. Twin 52 kW diesel engines provide a speed of 6 knots. In combination with the integrated LS45 davit, the rescue vessels are stowed outside the hull of the ship and lowered directly from this position. This makes both boarding and launching considerably faster than with conventional solutions. In addition to the rescue vessels, intended primarily for passengers, the vessel has four evacuation chute stations, each one with life rafts for 450 persons.

76 Shipgaz No 1 2011

By Eddie Janson, eddie@shipgaz.com

Spotlight Safety

Updates and amendments Safety: eddie Janson Captain Eddie Janson of MariTrain AB, instructor and consultant in maritime safety, points the Shipgaz spotlight at safety related matters.

n the STCW conference in Manila, Philippines, in June 2010, some major revisions to the STCW code were adopted. It is not a new code, it is updates and amendments to the STCW-95, which is based on the STCW-78. The changes will enter into force on January 1, 2012, but since all certificates issued according to STCW-95 are valid for five years, certificates issued before this date will be valid until their expiry date. Below follows a brief explanation of some of the new rules.

On certain types of vessels the workload can be higher in periods for example during a tank cleaning. As per the new amendments it will become possible to make some exemp-

»this is one step towards higher quality standards for seafarers all over the world, now it is up to the administrations to implement it« It was decided that this edition of the STCW code should not be called STCW-10 but instead “Manila Amendments to the STCW Convention”.

tions. The minimum hours of rest in a 7-day period can be reduced to 70 hours for maximum two 7-day periods in a row, which must be followed by two 7-day periods with the normal 77 hours of rest. On two occasions in a 7-day period the minimum rest can be divided into three periods instead of two. The new rule will allow only the Administration to issue Certificates of Competency and requires the administration to keep a database on all

issued certificates for verification if in doubt.

For vessels operating in polar waters the Master and the watch officers will have to have received special training for ships operating in ice.

until now you must have been sailing for at least twelve months during the last five years to be able to renew your certificate of competency without taking a refresher course. This has led to some strange situations where for example a person who had been ashore for four years and began to work on board for the last year of validity of his certificate could not renew it. To avoid situations like this it will now be sufficient with three months service in total during the six months immediately prior to revalidating. A part that will not be changed is that the seagoing service can be replaced with “functions considered being equivalent to the seagoing service”. This part has been interpreted differently by different administrations. For example the Swedish AdPHoTo: JÖRGEN SPRÅNG

Now it will suffice with three months service in total during the six months immediately prior to revalidating the certificate.

No 1 2011 Shipgaz 77

Safety

Spotlight

»For the first time administrations are encouraged to approve the use of e-learning« ministration is very strict in allowing other than actual sea service.

For the first time administrations are encouraged to approve the use of e-learning. The code includes guidelines for how the e-learning shall be conducted but it is up to each administration to approve any e-learning provider. The administration must register approved training providers.

With the new code everyone employed on board shall have received security training. This training is divided into three categories: • The Ship Security Officer shall receive training sufficient for his duties. • Shipboard personnel with security duties shall receive training in security awareness. • All other crew members shall receive “security-related familiarization training”.

Security experts? In the section about security familiarization training for all crew it is noted in the new Code: “Seafarers and shipboard personnel are not security experts and it is not the aim of the provisions of the Convention or this Code to convert them into security specialists.”

The easy-to-use online tool for maritime training and certification

Section B-I/14 regarding familiarization for new crew members on board will be extended and much more detailed on what familiarization is to include. The responsibility for the familiarization will now rest on the Company. There will be new competence tables for the positions Able Seafarer Deck, Able Seafarer Engine, electrotechnical officers and electro-technical ratings. The competence tables for deck officers will become more up to date with new technology. The knowledge of using Decca and Loran will be removed, while the use of ECDIS will be included. Instead of “Ability to transmit and receive signals by Morse light” it will be enough to be able transmit and receive SOS by Morse code. For both deck and engine officers Leadership and teamworking skills will be included, which is something many of us has been waiting for. These are just a few of the changes that will come with the Manila amendments. The Manila amendments is one step towards higher quality standards for seafarers all over the world, now it is up to the administrations to implement it.

Cost efficient

Secure & reliable

Ready to use

With Shipgaz Training we offer a time saving, cost efficient and easy to use service for your operative personnel. Try it and we are confident that you will agree that it is the most user friendly and pedagogic computer based training available for the marine industry. Register on:

WWW.SHIPGAZ.COM/TRAINING

Shipgaz Jobs. Your recruitment service.

The online recruitment service â&#x20AC;&#x201C; browse the available positions in shipping or let Shipgaz help you find the right personnel. With outstanding reach in Scandinavia, Finland, Germany and Poland Shipgaz Jobs reaches more than 10,000 shipping professionals both onboard and shore based. A service from Shipgaz.

www.shipgaz.com/jobs

No 1 2011 Shipgaz 79

Technical Review Photo: Txxx

Photo: Offshore Ship Designers

Jumbo rudders for Congo River

Mother ship for offshore wind farms ship Design A new Offshore Wind-Farm Maintenance Vessel (WMV) concept has been designed to cut costs and carbon emissions. Offshore Ship Designers has launched a new offshore wind farm maintenance vessel concept which will improve uptime of deepwater wind turbines and reduce maintenance costs and carbon emissions whilst offering a solution to the logistics problem of carrying out simultaneous multiple wind turbine maintenance.

The Sea-Wind WMV vessel design is for a mother ship which would remain on station in offshore deep-water wind farms providing a safe haven for multiple numbers of catamaran workboats to carry engineers to service the turbines. “The Sea-Wind design is a submersible dock ship with a large floodable dock accessible from the stern. It will provide accommodation for wind turbine engineers, service personnel, ships and support crew and can support helicopter operations in addition to its workboat deployment capability. Crew change and supplies will be carried out using a dedicated support vessel with the option to carry out crew changes by using large helicopters normally associated with servicing offshore oil installations”, Neil Patterson, managing director of OSD-

IMT, Offshore Ship Designers’ UK Company, says. “With a capability to service up to 45 wind turbines per day in up to 2.5 m significant wave heights, what we are providing is a secure offshore maintenance base from which workboats can be deployed, keeping them and their work crews safely on site in deep water wind farms far from shelter. By remaining on site rather than returning to port between maintenance visits the SeaWind WFM vessel design will reduce transit time and energy getting to and from the fields, and will maximise the use of good weather windows. That means savings in cost and energy used for maintenance, reduction of non-operational downtime and increased turbine availability.” OSD-IMT is at an advanced stage with a European shipping company and UK Ship management company to deliver the concept to wind farm operators who will be constructing Round 3 wind farms around the UK and European coast. Most of these deep water wind farms will be a long way offshore, some up to 110 km, and each of the thousands of turbines require a routine maintenance program to be carried out in addition to any replacement component maintenance due to wear and tear.

Equipment The Oceangoing vessels division of Van der Velden Marine Systems has delivered the largest in-house designed Barke rudders in its history. The two flap-type rudders have been installed on board the 30,000 cubic metres trailing suction hopper dredger Congo River. Built for the DEME Group, the impressive trailing suction hopper dredger was launched on 21 January at the IHC Merwede shipyard in Krimpen aan den IJssel (NL).

Designed by the Product Design Department of Van der Velden Barkemeyer GmbH, the two Barke rudders each have a rudder area of 30 square metre while each flap has an area of 7.5 square metre. Each rudder weighs about 75 tons and is designed in such a way that the trailing suction hopper dredger is driven by two propellers with a 5.4 diameter. Both rudders can work at an angle of 45 degrees. The dredger Congo River can reach a speed of 16.6 knots. The high level of wear and tear, caused by manoeuvring in sandy waters, is a key issue for hopper dredgers. The fully enclosed housing of the original Barke rudders reduce wear on the linkage components to a minimum while eliminating the risk of sand entry. The innovative and advanced high-lift design offers unsurpassed manoeuvring and course keeping performance. Other features are a long lifespan, a reduction of cavitation to an absolute minimum, noise and vibrationfree operation, high propulsion efficiency and low fuel consumption. The Congo River will be commissioned in mid 2011 and be named during a formal ceremony in Zeebrügge on July 8, 2011. The vessel’s wide beam, 38 m, and short length, 168 m, gives good manoeuvrability and can be used for many purposes. When fully loaded the draught is 12 metres, the maximum dredging depth is over 100 metres.

80 Shipgaz No 1 2011

Technical Review Photo: Schat-Harding

HAM is back to challenge SCR emissions MAN Diesel & Turbo has retrofitted the Norwegian fishing vessel Kvannøy with a humid air motor, HAM, and reached NOx emission levels not far from the IMO Tier III level. The 84-metre 2003-built Kvannøy’s MAN 16V28/32 main engine delivers 3,920 kW at 775 rpm. Fitted with the HAM installation sea-trial tests recorded NOx emissions of 3.6 g/kWh. This corresponds to a total NOx reduction of 61.3 per cent compared to main engine emissions when running with its original charge-air coolers without HAM. The new HAM NOx level is 1.2 g/kWh above the IMO Tier III level, equivalent to a NOx-reduction of 50 tons per year. The NOK 800,000 reduced NOx tax liability makes the payback time for the installation only three years.

The HAM system was introduced early in the marine business to reduce NOx emissions. Viking Line’s Mariella has been running its HAM since the mid 1990, but, due to high installation costs and the fact that selective catalytic converters, SCR, can achieve higher emission reductions the HAM technique has not been installed on any other vessel. But the HAM system is relatively simple, requires no urea and has low running costs. “If, for example, additional heat from an exhaust gas economiser had been applied for the Kvannøy, together with further research and fine tuning of the parameters, it would have been realistic to reach the IMO Tier III limit”, MAN Dieselfacts states and in that case the HAM technique could challenge the SCR as the preferred NOx reduction retrofit. The HAM system saturates the chargeair with sea water vapour before it enters the charge-air channels and engine combustion chambers. As a result the temperature peaks in the combustion process are lowered, and NOx formation reduced. The system gives high reductions at full and partial load, has low operational costs and no reducing agent other than untreated sea water. It does not require low sulphur fuel and is low maintenance.

3,6 g/kWh

MAN Diesel & Turbo has reached a NOx emissions level not far above the Tier III limit.

A call for consensus on lifeboat hooks Equipment Lifeboat manufacturer and service provider Schat-Harding says IMO and some parts of the shipping industry need to move more quickly to a consensus on vital lifeboat safety issues which have important consequences for the safety of seafarers. David Bradley, vice president operations, Schat-Harding Service says, “Good things are worth waiting for. But there is such a thing as waiting too long. The IMO debate over lifeboat hooks has gone on for too long. Seafarers deserve better. They deserve clear standards for lifeboat hooks and a clear timetable for replacing those which don’t meet the new standards. That will ensure their safety and renew their confidence in their boats. A lack of agreement at IMO by some industry bodies and flag states has pushed back consensus on this vital topic, and it could be two years or more before we have a properly agreed amendment to SOLAS for lifeboat hooks.”

According to Bradley there is a broad consensus that the current standards set by IMO for on-load release hooks have failed seafarers. “It is time for a new generation of hooks, and the fact is that hooks are available which meet all the proposed regulatory requirements,” says Bradley. “But shipyards won’t specify them and owners will not rush to replace existing hooks while they

still meet regulations, despite the wellknown risks to seafarers. Draft guidelines to ensure that on-load release mechanisms for lifeboats are replaced by those complying with new, stricter safety standards under SOLAS were discussed in February 2010 by the IMO Sub-Committee on Ship Design and Equipment (DE 53). But no agreement was reached. Similarly, no consensus was achieved at the 87th session of the Maritime Safety Committee in May 2010. There are good draft standards on the table but no consensus to turn them into regulations and the issue has again been referred back for further work to the IMO subcommittee on ship design and equipment. This will take place in March this year, and the findings taken in May 2011 to the 89th session of the MSC.” Even so Schat-Harding’s vice-president is not optimistic. “That is unlikely to be the end of the story unless we see a move towards consensus by all parties. We hope that following the MSC 89 meeting in May we will have guidelines in place which will provide some clarity and consistency going forward. And we hope that the date now set as a target for introducing new SOLAS standards, 1st July, 2014, can be brought forward in the interests of safety.”

DONSÖ TANKER MEET

Welcome to Donsö Tanker Meet! On June 21–22 2011 Shipgaz and the shipping companies on Donsö arrange a two day tanker-shipping event on the island of Donsö.

21–22 JUNE DoNsöhallEN

In June 2011 it is time for the second Donsö Tanker Meet, same concept as in 2009 but even more specialized on tanker shipping. In 2009 the event was a great success, attracting 400 shipping proffessionals taking part in speed meetings, seminars and after work activities. Donsö Tanker Meet will be the place to be in 2011 if you are working with/ supplying tanker shipping in any way. This two-day event offers the face to face meetings of your choice and seminars, all focusing on tanker shipping. More about Donsö Tanker Meet at http://www.shipgaz.com/marketing/events

2011

or contact: Lars Adrians, Shipgaz Phone +46 (0)31-712 17 73 lars@shipgaz.com Several supporting shipping companies will be attending in 2011, so far the following:

Tärntank Rederi AB

Rederi AB Älvtank

KILTANK REDERI AB

• Projects • Market Research

• Tanker Chartering • Tanker Operation VLCC: Kristofer Byström Operations: Nigel Burt Rickard Müntzing

Suezmax/Aframax: Kristofer Byström Bennet Holmström Roland Magnusson Lars Wellner Henrik Norlin

Exclusive SuezMax Susangird Sanandaj Sarvestan Semnan Saveh

DWT 150,000 150,000 150,000 150,000 150,000

Built 1999 1999 2000 2000 2000

SuezMax Sepid Sima Sina Sarv

• Ship Owning

• Sale and Purchase • Newbuildings

Accounting/Admin Dominika Dzielak Annika Hagren

Projects/S&P/Market Research Johan Dicksved

Chairman: Ola Lorentzon

Managing Director: Bo Andersson

NITC-Tonnage DWT 160,000 160,000 160,000 160,000

Built 2008 2008 2008 2009

AfraMax Astaneh Abadeh Amol

DWT 95,000 95,000 95,000

Built 2000 2000 2000

• Administration

Bo Andersson - Managing Director

- Finance

Built 2005

Ett företag inom Veolia Transport

Gunilla Kjellgren Ewa Mörk – CFO, Fredrik von Elern – Maritime Personnel Manager, Petra Sandberg – Maritime Personnel Manager, Anders Helgeson _ Purchaser, Jeanette Björck – Accounting assistant. Tel: +46 31 704 53 30, E-mail: crew@crewchart.com

Product Tanker STOC Persia STOC Marcia Nordic Victory Nordic Glory Prima

DWT 19 900 5 000 7 000 7 000 7 000

Built 1984 2007 2006 2007 2008

Exclusive Brokers Owner Stockholm Chartering Ivar Lundh & Co Herning Shipping TC Shipping Herning Shipping TC Shipping Preem TC Shipping

82 Shipgaz No 1 2011

Fleet Review Photo: Joachim Sjöström

Photo: Austal

Photo: Pär-Henrik Sjöström

Photo: STX Finland

New P&O channel ferry newbuilding P&O Ferries’ newbuilding Spirit of Britain has entered service between Dover and Calais. The vessel was delivered by STX Finland’s Rauma shipyard on January 5, 2011, and arrived at Dover on January 9. The sister ship Spirit of France will be delivered in September 2011. The 47,600 GT Spirit of Britain is the largest ferry on the English Channel. With a length of 213 meters the ferry has a cargo capacity of 3,746 lane meters, corresponding to some 180 trucks and 195 passenger cars. The maximum number of passengers is 2,000.

According to the builder the Spirit of Britain is the first car-passenger ferry in the world to meet IMO’s Safe Return to Port requirements and comply with the requirements of the Green Passport of classification society Lloyd’s Register. The twin screw vessel is equipped with four MAN-main engines, with an output of 7,600 kW each, providing a service speed of 22 knots.

Rosella gets face lift repair Viking Line’s car and passenger ferry Rosella was taken out of service on February 7, 2011, for an extensive refit. The most interesting new feature will be a new café bar aft in two levels, spanning through decks 5 and 6. The existing taxfree shop will be expanded and a whole deck will be converted into a restaurant deck with a total of 500 seats.

With the refit Viking Line aims to make the vessel even more suitable for day crossings. When returning to service the Rosella will have almost 1,250 seats in her cafés, bars and restaurants. She will be rebuilt in Tallinn. It is scheduled that she will return to service on February 17, 2011. The Rosella is the oldest vessel in the exist-

ing Viking Line fleet and since her delivery from Wärtsilä Turku shipyard in 1980 she has been employed on most of Viking Line’s routes. During the 1980s and 1990s she sailed mainly on the Turku–Mariehamn–Stockholm route, but also between Naantali, Mariehamn and Kapellskär. In 1997 she was introduced in the short cruise service between Stockholm and Mariehamn with the marketing name ”Dancing Queen”, still boosting the capacity from Turku during the peak season, sailing from Turku to Kapellskär via Mariehamn. She was permanently transferred to Viking Line’s service between Helsinki and Tallinn in 2003, where she traded until 2008, when transferred to the Mariehamn–Kapellskär service.

No 1 2011 Shipgaz 83

Fleet Review Photo: Pär-Henrik Sjöström

Photo: Lasse Eriksen

Photo fleet review

1. Shina. The Austal-built catamaran set a new speed record for diesel powered ferries (56.6 knots) on November 29,2010. 2. Aila. Containerships has lengthened its charter of Langh Ship’s container vessels Aila and Linda until beginning of 2012. 3. Pearl Seaways. Repainted in the new color scheme of DFDS at Fayard. The ferries will have names ending with Seaways. 4. Nordlandia. Some of the passenger spaces on the Eckerö Line-ferry were recently upgraded at Turku Repair Yard.

Photo: Pär-Henrik Sjöström

Photo: Joachim Sjöström

Rederi Ab Fakir buys tug pair

Bravaden becomes Jollas second hand buy The new Finnish shipping company Tollship Ab has bought the 15,000 DWT dry cargo vessel Bravaden from Bore. Ship owner Vidar Tollander informs that the vessel has been renamed Jollas after an older boat, which used to carry passengers and supplies to a place named Jollas in Helsinki archipelago. She will be employed on the same trade as before, mainly carrying coal from Russia to Northern Europe. The Jollas was taken over by the new owner in the end of January 2011.

The Bravaden was built in Spain in 1979 as the Walki Paper for the Finnish papermill Yhtyneet Paperitehtaat. Shortly after

delivery she was bought by Effoa and renamed Salla. Declared a constructive total loss after being damage by fire after a collision, the vessel was sold to Norway and was repaired. After several changes of name and ownerships Rederi Ab Engship bought the vessel, now named Bernice, back to Finland in 1995. Renamed Bravaden by Engship, the vessel was transferred to Bore with the other vessels in the Engship-fleet, when Bore bought the company in 2006. Under Bore’s ownership the Bravaden underwent an extensive refit in Naantali, including change of large amounts of steel in the tanktop.

Second hand buy The Turku-based shipping company Rederi Ab Fakir has bought the tugs Kari and Aulis from Neste Shipping Oy. They have been renamed Artemis and Apollon respectively. The tugs were built by the shipyard Hollming Oy in Rauma in 1981 and they were both converted to pusher tugs in 1989 and 1990 respectively. The third tug of the same type, the Esko, was not rebuilt. Since that the Kari and the Aulis have been operated together with the bitumen barges Bitpro I and Bitpro II.

They have for the last years been on time charter to Nynäs AB. Rederi Ab Fakir did not buy the barges and will not operate the tugs as pushers either. ”One tug will be based at the Vuosaari Harbour in Helsinki and the other one at Rauma,” Captain Joakim Håkans said to Shipgaz. Propulsion is provided by two Wärtsilä Vasa 8R22C engines, developing 1,270 kW each,connected to Aquamaster US 1600 azimuthing thrusters.

84 Shipgaz No 1 2011

Fleet Review Newbuilding contracts in the Nordic market Month

Owner

Nat

Nov

Farstad Shipping

Dwt 5,000

Type

Shipyard

Delivery

Value

psv

STX Vietnam

NOK 350 m

Remarks PSV08CD

Farstad Shipping

5,000

psv

STX Vietnam

NOK 350 m

PSV08CD

Farstad Shipping

5,000

psv

STX Langsten

NOK 350 m

PSV08CD

Farstad Shipping

4,500

Prospector Drilling

psv

STX Vietnam

NOK 350 m

UT754WP

jack-up

Dalian Shipbuilding

4q12

USD 185 m

F&G 2000E F&G 2000E

Prospector Drilling

jack-up

Dalian Shipbuilding

1q13

USD 185 m

Standard Drilling

jack-up

Keppel-Fels

USD 180 m

Eidesvik

6,500

psv

Kleven

4q12

NOK 440 m

Dec

DS Norden

Den

55,000

bulk

Onomichi

TC Rio Tinto

DS Norden

Den

55,000

bulk

Onomichi

TC Rio Tinto

DS Norden

Den

55,000

bulk

Hyundai-Mipo Vietnam 13

DS Norden

Den

55,000

bulk

Hyundai-Mipo Vietnam 13

Tide Sjø

35 m

catam

Oma Båtbyggeri

aluminium, 290 pax, 35 knots

Tide Sjø

35 m

catam

Oma Båtbyggeri

aluminium, 290 pax, 35 knots

Grieg Shipping

49,000

o-hatch

Hyundai-Mipo

USD 47 m

Grieg Shipping

49,000

o-hatch

Hyundai-Mipo

USD 47 m

Grieg Shipping

58,000

bulk

Dayang Shipyard

2h12

resale contract

Grieg Shipping

58,000

bulk

Dayang Shipyard

2h12

resale contract

Sovcomflot

99.2 m

icebr

Arctech Helsinki

USD 100 m

Sovcomflot

99.2 m

icebr

Arctech Helsinki

USD 100 m

SKB

99.5 m

dry

Damen ST

Saga Shipholding

No/Jap

55,000

o-hatch

Daewoo

10.12

USD 55 m

Saga Shipholding

No/Jap

55,000

o-hatch

Daewoo

USD 55 m

Saga Shipholding

No/Jap

55,000

o-hatch

Daewoo

USD 55 m

Saga Shipholding

No/Jap

55,000

o-hatch

Daewoo

USD 55 m

Saga Shipholding

No/Jap

55,000

o-hatch

Daewoo

8.13

USD 55 m

Saga Shipholding

No/Jap

55,000

o-hatch

Oshima

USD 55 m

Saga Shipholding

No/Jap

55,000

o-hatch

Oshima

USD 55 m

Kystverket

tender

Fitjar MV

2.12

NOK 129 m

undisclosed

87.9 m

psv

STX Offshore Norway

PSV09

Ulstein Group

4,200

psv

Ulstein Verft

1q12

PX121

Ulstein Group

4,200

psv

Ulstein Verft

3q12

Volstad Maritime

125 m

subsea

Bergen Fosen Yard

2q12

NOK 750 m

Odfjell

44,000

tanker

SLS

2.11

USD 42 m

IMO2

Odfjell

44,000

tanker

SLS

4.11

USD 42 m

IMO2

JO Tankers

75,000

tanker

STX

USD 45 m

IMO2

JO Tankers

75,000

tanker

STX

USD 45 m

Jan 2011 Sartor Offshore

74 m

mpsv

Bergen Group

3q12

NOK 330 m

VS465 Mk2

Sartor Offshore

80 m

mpsv

Bergen Group

2012

NOK 335 m

VS480

Sartor Offshore

80 m

mpsv

Bergen Group

2013

NOK 335 m

VS480

Olympic Shipping

4,800

mpsv

Kleven Verft

6.12

NOK 385 m

MT6015

* = gross tons

45 m

c = capacity in cubic metres

VS489LNG

13,000 kW 13,000 kW nuclear waste carrier

buoy tender

PX121 ST259CD

IMO2

All details believed to be correct but not guaranteed.

Secondhand transactions in the Nordic market Month Name

Dwt

Type

From

Price

Buyer

27,300 1996

Built

bulk

Invest Danmark, Cph

USD 15.5 m

undisclosed

3,932c 1989

LPG

Viken LPG, Bergen

USD 3.2 m

Lucky Marine

85,000c 1895

LPG

BW Gas, Oslo

USD 10 m

India, breaking

subsea

E Forland, Bergen

Fugro NV, Amsterdam

900 1970

dry cargo

liquidators, Norway

Tapi Tayo, Cook Islands

Sky Bright

10,812 1996

container

Bergshav KS, Grimstad

USD 14 m

Far Eastern

Sky Light

11,030 1996

container

Bergshav KS, Grimstad

en bloc

Far Eastern

Sky Treasure

10,813 1997

container

Bergshav KS, Grimstad

en bloc

Far Eastern

Nov

Idefix Bulker

Kinna

Berge Racine

Geo Celtic

12,109* 2007

Ocean Sun

Remarks/New name

No 1 2011 Shipgaz 85

Fleet Review Continued: Secondhand transactions in the Nordic market

Siteam Actinia

Vikstraum

40,296 1993

tanker

Eitzen Chemical, Oslo

breaking

8,693 1981

tanker

Utkilen, Bergen

USD 2.7 m

breaking India

Juanita

Thor Falcon

126,491 1988

sh tanker

J J Ugland, Grimstad

USD 12.0 m

Midle East buyers

2,800 1992

dry cargo

Thor Rederi, Svendborg

Penglai resale

Indonesia

5,800 2010

tanker

Wisby Tankers, Visby

Dec

Majestic

Trafigura, Amsterdam

60,350 1990

container

A P Møller Mærsk, Cph

USD 23.5 m

MSC

Magleby Maersk

60,350 1990

container

A P Møller Mærsk, Cph

USD 23.5 m

MSC

Marie Maersk

60,350 1990

container

A P Møller Mærsk, Cph

USD 23.5 m

Payal

MSC

37,157 2007

tanker

Motia Cia, Venice

USD 27.5 m

DS Norden, Copenhagen

Lis Weber

2,400 1980

dry cargo

auction Svendborg

DKK 1.65 m

Alvar Olsson, Varberg (Lupin Shipping)

Ross

1,800 1970

bulk

Molde Shipping, Molde

Finn Olsen, Bodø

Viscount

2,366 1993

dry cargo

Faversham Ships, UK

Artic Shipping, Bergen

Arklow River

4,530 2003 dry cargo

Arklow Shipping, Arklow

Hagland Sh, Haugesund

UKD Dolphin

2,031 1984

Rohde Nielsen, Denmark

Summit Asia

73,000 2009 tanker

Donnelly Tanker, Cyprus

USD 43.4 m bb Bergshav, Grimstad

14,534 1979

dry cargo

Bore Ltd, Åbo

Rederi Vidar, Åbo

psv

Siem Offshore, Kr sand

USD 32 m

Lewek Shipping, Singapore

dredger

Bravaden

Siem Mollie

Sea Cougar

2,750 1999

ahts

Deep Sea Supply, Arendal

USD 37 m

Asian

Sea Wolf I

2,854 1999

ahts

Deep Sea Supply, Arendal

USD 37 m

Asian

Trico Sabre

3,100 2009 mpsv

Trico Subsea,

USD 26.15 m

Lewek Shipping, Singapore

Trico Star

3,100 2010

Trico Subsea,

USD 26.15 m

Lewek Shipping, Singapore

Western Oslo

56,548 2008 bulk

Western Bulk, Oslo

USD 38 m

undisclosed

Jorita

36,663 1985

J J Ugland, Grimstad

USD 8.5 m

Middle East

3,570 2007

mpsv bulk

Sommen

6,150 1983

dry cargo

Ahlmark, Karlstad

USD 1.3 m

Syria

Noren

6,150 1984

dry cargo

Ahlmark, Karlstad

USD 1.3 m

Syria

Front Shanghai

Frontline, Oslo

USD 91.24 m

Gulf Navigation

Tjore Eliezer

J B Ugland Sh, Oslo

USD 5.75 m

Bergshav, Grimstad

Envoy

roro

Boa RoRo, Trondheim

Boluda Group, Panama

Seadragon I

2011

semi-sub

UK liquidators

USD 600 m

Seadrill, Stavanger

Seadragon II

2012

semi-sub

UK liquidators

USD 600 m

Seadrill, Stavanger

bulk

DS Torm, Copenhagen

USD 12.0 m

Indonesian

Marine Capital, London

USD 28.8 m

The Containership Co, Cph breaking

298,971 2006 tanker 9,220 2008 tanker 18,653* 1979

Jan 2011 Faja de Oro II

47,629 1995

Taicang Dragon

34,325 2008 container

Berge Frost

Stevns Icecap

Boa Supplier

Windena

LPG

381* 2006 tug

BW Gas, Oslo

USD 11.5m

Nordane, Svendborg

Rio Tinto, Canada

3,500 2010

psv

Boa Offshore, Trondheim

incomplete

Olympic Sh, Fosnavåg

2,822 1979

dry cargo

Torsö Rederi, Lidköping

Germany

c = capacity in cubic metres

Martha

All details believed to be correct but not guaranteed.

BerCom

* = gross tons

85,000c 1983

The patented Vacuumarator™ pump is the most compact, efﬁcient and reliable vacuum generator available for vacuum toilet systems.

www.jetsgroup.com JETS VACUUM AS. Myravegen 1, 6060 Hareid, Norway. Tel. + 47 70 03 91 00. Fax + 47 70 03 91 01. E-mail: post@jets.no

Sanitary Systems – made to please

86 Shipgaz No 1 2011

By Anna Lundberg anna@shipgaz.com

Retro Blue Riband Duel

Photo: Shipgaz archive

The Normandie, picture taken in 1935 when she was put in service.

Duel between national symbols Around 75 years ago, the competition for the Blue Riband reached a whole new level with the deliveries of the Normandie and the Queen Mary. A virtual arms race of superliners raged in the first decades of the 20th century. Ships like the Kaiser Wilhelm der Grosse, Lusitania, Mauretania and Bremen were all milestones among the ever growing ocean liners. When the Normandie and the Queen Mary entered service on the Atlantic, not only did they break all boundaries of powerful propulsion with a leap, by their mere size they also pensioned off a generation of former glorious ocean liners.

The competition for the lucrative passenger traffic on the Atlantic was only one of the reasons for the ocean liner arms race. Moreover, the liners were proud national symbols in an era when nationalism ruled and the contest for the Blue Riband put a nation’s prestige at stake. Construction of both the French liner Normandie and the British liner Queen Mary was made possible only with the help of large subsidies.

The Normandie still is the most powerful steam turbo-electric passenger ship ever built. ‘An enthusiastic shipping man and publicist’, as he was called in the Swedish Shipping Gazette from May 1935, was wonderstruck after having spent a day on board the Normandie:

»In the engine room of the Normandie, more power is generated than what is required for all the underground trains of London« The Blue Riband is an award given to the passenger liner crossing the Atlantic Ocean in regular service with the record highest average speed.

“Many phrases have been used as epithets for the giant ships of today, such as queen of the oceans, sovereign of the seas etc, but they should all be reserved for the Normandie. I must say that the first sight of the Normandie infused a feeling of reverence. In the engine room of the Normandie, more power is generated than what is required for all the underground trains of London.”

The Normandie was built in SaintNazaire, France, for Compagnie Générale Transatlantique during the years after the stock market crash. Work began in January 1931, the launch – witnessed by an audience of 200,000 – was in October 1932. As the depression slowed the demand for transatlantic travel, she had a long wait for her maiden voyage, which she made in May 1935 from Le Havre to New York. The world’s first turbo-electric passenger ship measured 313,75 metres in length over all with a beam of 36,4 metres and a gross tonnage of 79,280. The turbo-electric machinery developed 160,000 hp at 245 rpm and the recorded top speed was sensational 32.2 knots.

The Normandie first held the Blue Riband in 1935 after crossing the Atlantic in 4 days, 3 hours and 2 minutes at an average speed of 29.98 knots.

No 1 2011 Shipgaz 87

Blue Riband Duel

Retro

When constructing the Queen Mary, the Brits went for a more traditional design of the hull and the whole ship in general. In most ways, she was a very large version of her Cunard predecessors. Everyone compared her with the Normandie and many thought the Brits had been too conservative this time. She was built by John Brown & Company in Clydebank, Scotland, for the Cunard Line (which was known as the Cunard-White Star Ltd at the time). The ship was 310.6 metres in length over all, the beam 36 metres and the gross tonnage 81,237. While she was completed, the Normandie had by slight rebuilding increased her size to 83,243 GT, so the French liner kept its position as the largest ocean liner. Unlike the Normandie, the

Photo: Shipgaz archive

The ship’s revolutionary hull with its clipper shaped, streamlined bow, designed by Russian naval engineer Vladimir Yourkevitch, was a great factor behind the tremendous speed of the ship. Vladimir Yourkevitch offered his hull design also to the builders of what was to become the Normandie’s foremost combatant: the Queen Mary. The Russian was however turned down.

Photo: Shipgaz archive

The Queen Mary, picture taken in 1949, when she had been refloated after having run aground.

propulsion was not turbo-electric but had traditional steam turbines with an output of 160,000 shp. The traditional design did however not stop the Queen Mary from claiming the Blue Riband from the Normandie in 1936 with a crossing time of 4 days, zero hours and 27 minutes at an average speed of 30.14 knots.

The duel between the two giants went on for the following years. The Normandie managed to snatch

The Queen Mary being launched in 1934.

back the Blue Riband in 1937 with an average speed of 30.58 knots on the Atlantic crossing, only to lose it to the Queen Mary again the next year, when she got up to an average speed of 30.99 knots. It would then take quite a few years before the Queen Mary’s record was beaten. It was in 1958 that the United States managed an average speed of 34.51 knots and thereby became the last recognized holder of the Blue Riband.

In 1929 …

… Norddeutscher Lloyd’s beautiful transatlantic liner Bremen set a new speed record on her first Westbound journey across the North Atlantic with an average of 27.83 knots, capturing the Blue Riband from the Mauretania. Originally the Bremen carried a Lufthansa-owned seaplane on a catapult between the funnels. When little less than two days remained of the voyage the plane was launched for the destination fully loaded with mail. This peculiar service was discontinued already by 1935. In 1941 the Bremen was declared a total loss after a fire while laid up in Bremerhaven as an accommodation vessel. She was gradually broken up to recycle her valuable steel in war production. The hulk was finally destroyed by explosives after the war.

90 Shipgaz No 1 2011

By Pär-Henrik Sjöström par-henrik@shipgaz.com

Retro Mauretania

Water Colour Painting: Håkan Sjöström

The famous four stacker Four funnels symbolised might and power, but also safe and large ships on the Transatlantic trade in the early 20th century. Boosted by an endless stream of immigrants from Europe to the US, the Transatlantic passenger services grew fast during the beginning of the 20th century. The shipping companies built faster and larger vessels, targeting not only the immigrants, but also wealthy and influential travellers, such as businessmen, royalty and celebrities. The British shipping company Cunard Line was one of the pioneers on the North Atlantic route with the Britannia, introduced in 1840. By the turn of the century the Germans held a supreme position, not at least after the introduction of excellent ships such as the first four stacker Kaiser Wilhelm der Grosse in 1897.

Thereafter followed something like a competition between the British and the German. Supported by the Government, Cunard Line ordered the largest liners so far in 1905 – the ill fated Lusitania and the lucky Mauretania. Unlike some later four stackers with one dummy funnel, such as White Star Line’s Olympic, Titanic and Britannic, the Cunard sisters

had four boiler rooms and thus four real funnels. Equipped with 25 boilers, they were the first large liners with steam turbine machinery. A quadruple screw arrangement gave them a trial speed in excess of 26 knots, making them by far the fastest liners in the world.

»Refitted with new, four-blade propellers, she improved her own record several times« The 31,938-GRT Mauretania and her elder sister Lusitania were the first passenger liners to pass the 30,000 GRT mark. As built the 240 m long Mauretania took 560 passengers in first class, 475 in second class and 1,300 in third class.

Handed over by Swan, Hunter & Wigham Richardson in Newcastle, the Mauretania sailed on her first voyage from Liverpool to New York on November 16, 1907. On the return voyage she set a new speed record on the North Atlantic – capturing the so called Blue Riband from her slightly elder sister Lusitania – with an average speed of 23.69 knots between Ambrose Lightship and Queenstown. The crossing time between these points was four days, 22 hours and 29 minutes. Refitted with new, four-blade propellers in 1909, the Mauretania improved her own record several

times. Her all time high was an average speed of impressive 26.6 knots, which remained unsurpassed until the brand new German liner Bremen captured the Blue Riband in 1929.

The stunning career was interrupted by the outbreak of World War I in 1914. The Mauretania was requisitioned by the Admiralty as a troopship. After a post-war refit she was returned to Cunard and resumed liner traffic in March 1920. The war service and her age had dropped her speed dramatically. After a fire in Southampton in 1921 her boilers were converted to oil burning and she regained some of her former speed resources. In 1923 the Mauretania was introduced as a cruise vessel. After a major overhaul of the machinery she was back on the Transtalantic route in 1924. She still had something left of her former glory, but her age started to show. She was painted all white in 1932 and spent more and more time on the less demanding cruise market. She was withdrawn from service in 1934 and broken up in 1935.

POSTTIDNING

CODAN MARINE

’’How to keep your business moving at all times’’ Today, we are one of the leading and most innovative providers of comprehensive insurance and supplementary services in the Nordic countries. A position we wish to retain and develop. Therefore, we have gathered some of the most skilful and most experienced specialists in the field. All the knowledge and experience that Codan Marine and our partner Survey Association have acquired throughout the years, we offer to you. We call it the Toolbox of Knowledge. It includes everything from published reports to seminars dealing with relevant topics, to accident management exercises. You and your company deserve a partner who really understands your operations. A partner who understands that knowledge is invaluable for your operations. Let us prove to you that we are that partner. Codan Marine – dedicated to keep your business moving at all times. www.codanmarine.com

Codan Marine, Denmark Phone +45 33 21 21 21 denmarkuw@codanmarine.com

Codan Marine, Branch Finland Phone +358 (0) 9 8868 5000 finland@codanmarine.com

Codan Marine, Branch Norway Phone +47 67 22 49 80 norway@codanmarine.com

Codan Marine, Branch Sweden Phone +46 (0)75 243 24 90 sweden@codanmarine.com