Shipgaz No 3/2009 by Henrik Bergqvist

Price EUR 7 No 3 – April 24, 2009 www.shipgaz.com

In the land of the polar bear Always leave the ship together as a group. Never go ashore without a weapon. Cruising at Svalbard offers astonishing nature and animal life, but you need to move with care. PAGE 27

Built in Bangladesh

Struggling for a sick sea

“It was a long and tedious journey. But it was worth it”, says Jan Fabricius, pioneering by building the Stella Maris in Bangladesh. PAGE 18

Anne Christine Brusendorff of HELCOM thinks that the Baltic Sea still has a future, but only if we act now. PAGE 14

THEY CALL US EXPERTS. GUESS wHY?

Adress: P O Box 370, SE-401 25 Göteborg, Sweden Phone: +46-31-62 95 70 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 +46-31-62 95 80, rolf@shipgaz.com

Marketing Director Lars Adrians +46-31-62 95 71 , lars@shipgaz.com

Assistant Editor-in-Chief Anna Lundberg +46-31-62 95 83, anna.lundberg@shipgaz.com

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Tobias Herrmann, Germany +49-4541-86 02 21 tobias.herrmann@shipgaz.com Leszek Szymanski, Poland +48-94-354 04 84 leszek@shipgaz.com EDITORIAL STAFF:

Pierre Adolfsson, Göteborg, Sweden pierre@shipgaz.com Dag Bakka Bergen, Norway dag@shipgaz.com Fredrik Davidsson, Göteborg, Sweden fredrik@shipgaz.com Robert Hermansson Malmö, Sweden robert@shipgaz.com

Magnus Hägg, Göteborg, Sweden magnus@shipgaz.com Bent Mikkelsen Ringkøbing, Denmark bent@shipgaz.com Pär-Henrik Sjöström Turku, Finland par-henrik@shipgaz.com Madli Vitismann Tallinn, Estonia madli@shipgaz.com ART DIRECTOR:

Olle Paulsson, olle@shipgaz.com PRINTED AT:

AB Danagårds Grafiska, www.danagards.se For further contact details, please visit www.shipgaz.com

It’s only natural that they call us. After all, Frog is Sweden’s leading marine construction and diving company. We’re approved by all major Class societies and we do underwater inspections, all types of

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cleaning and propeller polishing. And although our main market is Scandinavia, we work all over the world. So if you are looking for a bunch of tough, professional, service minded experts, just call us.

A subscription to Shipgaz gives you eight 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 In the land of Web: www.prenservice.se the polar bear Price EUR 7 No 3 – April 24, 2009 www.shipgaz.com

NEXT ISSUE

Shipgaz No 4 is published on June 5.

Always leave the ship together as a group. Never go ashore without a weapon. Cruising at Svalbard offers astonishing nature and animal life, but you need to move with care. PAGE 27

Built in Bangladesh “It was a long and tedious

journey. But it was worth it”, says Jan Fabricius, pioneering by building the Stella Maris in Bangladesh. PAGE 18

Struggling for a sick sea

Anne Christine Brusendorff of HELCOM thinks that the Baltic Sea still has a future, but only if we act now. PAGE 14

WAT E R P R O O F

FR O G DYK AB, LeR GO DsGAtAn 1 , 4 1 7 0 7 Gö teBOR G, sweD en. 2 4 ti m/ h seR vi ce 03 1 3 0 3 3 3 0 0 , FAx 03 1 3 0 3 33 99. www.f ro g.se

4 SHIPGAZ NO 3 2009

Intro FEATURE

The cuddly killer WELCOME The sweetest face with the look of a playful puppy, fluffy white fur – and the claws of the perfect predator. Polar bears are amazing creatures, and along with the unique scenery and many other wild animals the bears indeed draw many tourists to Svalbard. Per Engwall, master and owner of the Stockholm has spent 18 seasons guiding tourists in the waters around Svalbard and shared his experiences in a chat with Shipgaz’ reporter Klara Magnusson. First mate of the Stockholm, Jens Samuelsson, has provided fantastic photos from the tours.

»The sweetest face with the look of a playful puppy, fluffy white fur – and the claws of the perfect predator«

WORK ON A TUG often means long hours of waiting – but when there is action, there is also an opportunity to show advanced skill. “You can’t put a captain of a cruise vessel here and expect him to manage”, says one of the crew of the tug Svitzer Oden while the master escorts a tanker through the foggy night into the Port of Göteborg. THESE ARE JUST TWO of the articles that we give you in this thick issue of Shipgaz – welcome on board!

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

REPORT Check for the holospot the next time you buy a life raft release, or you could end up with a nonworking pirated copy, made in India or China. PAGE 24

FEATURE “Oden pulls 10, Mercur pulls 25, Oden pushes 10”. Follow Shipgaz on board the tug Svitzer Oden and see some real manoeuvring skills. PAGE 58

PORTRAIT The Baltic Sea is by no means a lost cause, according to Anne Christine Brusendorff of HELCOM, but it will be unless action is taken – now. PAGE 14

NO 3 2009 SHIPGAZ 5

Intro »Look at the Belgians – they know how to make a competitive framework for shipping« EDITORIAL PAGE 7

In this issue

Some of the polar bears are curious and come close to the ship when it stops in the ice. PAGE 26

14 Brusendorff believes in the Baltic 18 Stella Maris: Made in Bangladesh 22 Another club AIDA delivered 24 Copies that could cost lives 26 In the land of the polar bear 43 Norwegian shipowners reinvent themselves 46 Maersk to save USD 1,000,000,000 48 Scepticism towards private pilotage 50 African Blend – made in Norway and Estonia 52 Piracy in new waters 54 J. Lauritzen: 125 years of shipping 58 Night on a tug 70 20 years since Exxon Valdez 72 Tallinn builds for containers 78 Many issues on the IMO agenda 84 Masterpieces on distant shores 90 Toledo: Hard-working and modest

Regular sections

NEWCOMER Building the Stella Maris in Bangladesh meant that Stella Shipping could spend extra resources on otherwise overly luxurious materials. PAGE 18

REPORT Celebrating its 125th anniversary, J. Lauritzen now more than ever shows its status as one of the real heavyweight actors in shipping. PAGE 54

7 8 12 14 18 74 80 84

Editorial Review Market Review Portrait Newcomer Fleet Review Technical Review Retro

Looking for a challenge

1st. Engineer, DFDS Tor line

NO 3 2009 SHIPGAZ 7

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

Editorial

Competitive framework necessary »You can’t compete with registries like Liberia and Marshall Islands with quality alone, as these registries are quality registers«

he EU Council has embraced the Commission’s proposal for a maritime strategy. The Council says shipping provides an important contribution to the European economy, that it is essential for European competitiveness and that maritime transport has a direct impact on the quality of life in Europe. Policy makers in the member states do not always see shipping and maritime transport from the same angle. It is either viewed primarily as a mode of transport or as an industry, when it should be seen as both.

The political differences in perception and ambition were obvious at the Maritime Policy Seminar in Mariehamn on the Åland islands. In Sweden and Finland, maritime transport is regarded as a road extension for the export sector to reach its markets. Shipping as an industry of importance for the national development has not been a priority. In Denmark and Norway, shipping is seen as an industry in its own right. Cross trade is as important as linking the own nation to others. Shipowning is considered as the centre of a cluster that generates an impressive number of services and production surrounding it. This has also led to significant differences in the way Nordic shipping industries have developed. In Mariehamn, both Denmark and Norway also presented concrete action plans with the distinct ambition to support growth in their respective national maritime sectors. Finland and Sweden are lagging behind. Finnish shipping is awaiting a strategy promised by the government. In Sweden strategy development is held back by one single item, the lack of a tonnage tax system. Swedish shipowners has fought for it for more than a decade. The size of EU member states fleets is of direct importance for Europe’s influence in trade, environment and maritime safety issues. EU shipping controls over 40 per cent of the world fleet but has only 24 per cent in its national registries, and it is the latter that carries weight in global framework arenas such as the IMO.

”Think what we could achieve with 40 per cent of the world fleet behind us”, says Dimitrios Theologitis of the EU Commission. EU nations need shipping frameworks that are attractive in an international perspective. ”You have to think competition with Liberia”, said Marc Nuytemans. CEO of Exmar Shipmanagement, who in his former role as head of the Belgian Shipowners’ Association has been named as the architect behind the Belgian shipping success story. According to Nuytemans, you can’t compete with registries like Liberia and Marshall Islands with quality alone, as these registries are quality registers, firmly rooted in quality benchmark environments such as the Paris MOU White List. EU shipping nations must provide a shipping environment that is attractive in all aspects, including taxes, costs, services, recruitment, education, research and development.

The Belgian success is a perfect illustration of what can be achieved if you introduce a competitive framework for shipping. As late as in October 2003, there were no merchant vessels flying the Belgian flag. Today, the Belgian national fleet comprises 247 ships of 12.5 million tons deadweight. A key issue is that you have to give something back to society in return for an attractive shipping policy, in terms of added value and employment. In Belgium, the maritime sector’s contribution to the country’s added value more than doubled since the beginning of the century. The EU strategy provides a toolbox with measures to develop European shipping as an industry and as a transport mode. The problem is that you cannot pick one tool or disregard another; you have to buy the lot. Maritime transport or shipping industry? Well, you can’t have one without the other, at least not if you are depending on both for your survival and long-term positive development.

Rolf P Nilsson, Editor-in-Chief

Forward, Midship & Astern NOTHING CHANGED Piracy off East Africa continues to be a serious and costly problem, not only for the shipping industry and its seafarers, but also for the World at large. Still nothing has changed where it really could make a sustainable difference – in the transformation of Somalia from anarchy to a functioning sovereign nation.

CHASING THE WIND An escalating number of European shipyards hit by the financial turmoil are thinking about leaving shipbuilding and focus on the production of windmills. The question is – if all follow suit, how long will it take before oversupply of ships is replaced by oversupply of windmills?

A SEAFARER’S DREAM EU wants to reduce the administrative burden of maritime transports to boost short sea shipping. Hopefully this will lead to a shift for ship officers from feeding bureaucracy with documents to letting them focus on what they are supposed to do and the reason why they choose a seaborne career – to handle ships.

8 Shipgaz No 3 2009

Review 2

Photo: jan-Åke Andersson

Photo: bent mikkelsen

Photo:

State won’t save German yards

Eitzen Chemical will not increase its fleet of chemical carriers by five newbuildings. The Sichem Sablon was built in 1991.

Finance The German state will not become

part owners of shipyards hit by the financial crisis, the German maritime coordinator told the sixth National Maritime Conference, Lloyd’s List reports. The government will support shipbuilding in other ways such as via the loan and guarantee programmes worth a total of EUR 115 billion that have been provided for the German industry. The fixed-rate interest mechanism will also be opened up for existing newbuilding orders. German yards lost 29 newbuilding orders last year through cancellations. Eleven have been cancelled so far this year and a further 20 worth a total of EUR one billion are at risk.

184

Profit became loss. Color Line made a loss of NOK 184 million after tax and depreciation compared to a NOK 121 million profit in 2007.

Eitzen cancels eleven newbuilding orders business Eitzen Chemical announces that the company has reduced its remaining newbuilding programme by USD 175 million and initiated a discussion with its lenders to restructure part of its debt. “Eitzen Chemical has entered into an agreement with a yard in Japan to cancel five 12,000 dwt stainless steel chemical carriers, with a remaining capital expenditure of USD 175 million. The company will compensate the yard by releasing a deposit of USD 7.5 million and it will pay a further cancellation fee of USD 7.5 million within 30 November 2009”, the company says in a press release. “We expect continued challenging market conditions following the financial

crisis. It is therefore important for us to improve the cash flow situation by reducing the capital expenditure program and seek to agree with our lenders reductions in principal repayments. With this restructuring plan in place, we will be better positioned to meet the challenging market conditions that lie ahead”, CEO Terje Askvig comments. Camillo Eitzen & CO ASA has also reached an agreement with a yard in Japan for the cancellation of the six 2,500 cbm gas carriers on order at the same Japanese yard. Its newbuilding commitments has been reduced by USD 105 million for Eitzen Gas. Thus, the Oslo-listed Eitzen Group has cancelled eleven vessels.

no 3 2009 Shipgaz 9

The editor of the Review section is Pierre Adolfsson, contact him at pierre@shipgaz.com

Photo: stX euroPe

Photo: bent mikkelsen

Review pHOtO reVieW

1. prOtest in tHe LiMFJOrD. The Association of ports in the western part of the Limfjord has launched a protest against a raise on the fee for the compulsory pilot service. 2. sea LiOns resting on the bulb of the TransEagle in Iquique, Chile, during discharging. The vessel is owned by Transatlantic. 3. D/s nOrDen reduced the bunker sulphur content by eight per cent in 2008. 4. FarstaD sHippinG has taken the lead in offshore with the record-breaking offshore vessel Far Samson, which has a bollard pull of 423 tons.

USA and Canada want to introduce ECA LaW The US and Canada want the waters along most of their coastlines to be designated as an Emission Control Area, ECA, with restrictions on emissions of NOx, SOx and particles (PM) similar to the ECA already in place in the North Sea and the Baltic in Europe.

2008, all ships operating in ECAs must by 2015 use fuel with sulphur content not exceeding 0.1 per cent, which is expected to reduce PM and SOx emissions by 85 per cent. Beginning in 2016, new engines on vessels operating in ECAs must use emission controls that achieve an 80 per cent reductHe eca is prOpOseD to extend 200 naution in NOx emissions. tical miles from the coastline. It The US estimates that the prois notable that the stretch posal would cost USD 3.2 Artic Ocean of water through the billion to implement but Arctic and northern that reduced emissions Canada is not inof NOx, SOx and PM cluded in the two could save 8,300 lives Labrador Sea countries’ proposand reduce respiraHudson Bay al submitted to tory problems for Pacific Canada the International more than three Ocean Maritime Organimillion people zation’s Marine every year. Environmental U.S.A. Atlantic Protection ComWitH tHe impleOcean mittee, which will mentation of an ECA Mexico Gulf of hold its 59th meeting the emissions of NOx Mexico Mexic o (MEPC59) in July this would be reduced by year. 32,000 tons or 23 per cent, The member states will then PM would be reduced by 90,000 be able to vote on the proposal at MEPC tons or 74 per cent and the SOx emis60, which will be held next spring. sions is expected to be reduced by no less ECA can then come into force in August than 86 per cent or 920,000 tons. 2012 at the earliest, according to the proThe quality of the air would improve posal. sharply not only in the coastal areas but also in national parks as far from the coast as the accOrDinG tO the regulations agreed Great Smokey Mountains in Tennessee and upon by the IMO members in October Grand Canyon in Arizona.

No ice, no cash business The deteriorating financial climate in the autumn of 2008 is clearly visible in government-owned Finstaship’s result for last year. The unstable economic situation had a direct effect on the offshore market, where Finstaship’s multipurpose icebreakers are employed when not needed for icebreaking. The utilization rate of the multipurpose icebreakers in offshore duties went down to 65 per cent and they were taken out of operation in stages. Additionally, the extremely mild 2007–2008 icebreaking period had a very dampening effect on the figures for icebreaking. Finstaship’s turnover in 2008 fell 16 per cent to EUR 60.7 million, the loss in the fiscal year was EUR 5.8 million compared to a profit of EUR 4 million in 2007.

Vote now sHipGaZ pOLL EMSA warns that shipowners may cut expenses related to safety, to survive in the financial turmoil. Will the shipping industry face worsened safety standards?

69% Yes. 25% I don’t know. 6% No. Please visit our website at www.shipgaz.com, and take part in our web polls.

10 Shipgaz no 3 2009

Review Photo: national oceanic and atmosPheric administration

Philippines pressed on shipbreaking LabOur Filipino labour and environmen-

tal groups have warned their government not to give in to pressure to start shipbreaking activities in the country, as it may turn beaches and harbour into toxic waste dumps, and the shipbreaking industry is known for poor working conditions, according to Sea Trade Asia online. The organisations say that the Japanese Shipowners’ Association urged the government to scrap 300 vessels. The Japanese government will introduce a tonnage tax, which will force Japanese companies to use more Japanese seamen thereby risking the jobs of Filipino seafarers. A lot of seafarers from the Philippines have already lost their jobs and vessels are being laid up in the island nation’s waters and ports.

Erria ﬁned LaW Erria A/S has on the account of

Rederiet H. Folmer & Co, been fined DKK 105,000 for being responsible for the loss of a 30-year old seafarer from the Hanne Danica. The seafarer fell overboard while lashing a container stowed on the hatch. His body was not recovered. The fines have been issued by the police on behalf of the Danish Maritime Authorities (DMA) for breaking the regulations governing safety on board as the seaman did not use a safety belt or safety line. Included in the fine are also a number of smaller violations of working hours rules. The captain of the Hanne Danica has also been fined DKK 15,000 for his liability. The Hanne Danica was on a voyage from Mina Saqr to Djibouti in calm and warm weather. The ship continued searching for the lost seafarer for 21 hours before heading for the nearest port.

A hole in the hull of the Hebei Spirit.

V. Ships attacks the IACS Chairman MaritiMe Matters The Monaco-based ship manager V. Ships, which was responsible for the management of the Hebei Spirit at the time of the accident, rejects the remarks by the IACS Chairman and Korean Register Chairman Kong-Gyun Oh that the master and the chief officer of the Hebei Spirit lied. At the Connecticut Maritime Shipping Association’s conference recently, KongGyun Oh said, according to media reports, that the master and the chief officer of the Hebei Spirit were not arrested for having caused the situation when a crane barge hit the tanker resulting in the worst ever oil spill in South Korea, but because they had lied and manipulated data from the vessel’s VDR, Voyage Data Recorder.

sOOn aFter KOnG-Gyun OH made an apology to V. Ships. Bob Bishop, CEO of V. Ships, says in a statement: “While V. Ships welcomes the fact that when faced with his own statements and the damage they could cause, Mr Oh cancelled

a scheduled trip to Washington and made a personal apology to the president of V. Ships stating that there had been some misunderstanding and that he was only trying to convey misconceptions held in Korea; V. Ships believes that the accusations were so injurious to the cause of the two Hebei officers that a clear and forthright response is required.” in His stateMent, Bob Bishop also welcomes the IACS chairman’s view on bad treatment of seafarers. ”We welcome Mr Oh’s admission that the treatment of the Hebei Two was ‘regrettable’ and applaud his efforts to gather support to change the laws in Korea ‘to make sure this kind of ill treatment of seafarers does not happen’”. The two officers where acquitted in court, then jailed again after an appeal and later released on bail but with travel restrictions. The Indian officers remain in South Korea awaiting a new trial.

»Of cause it is hard, but generally speaking it is only healthy when a crisis helps clear things up. We believe that we are being sensible and we will not panic« A P Møller-Mærsk Group CEO Jens Smedegaard Andersen to business.dk, commenting on the fact that the Maersk Group sacked 4,500 employees during 2008.

No 3 2009 Shipgaz 11

Review Photo: cmp

Photo: us navy

The large cruise vessel Costa Atlantica.

Maersk-Alabama Capt. Richard Phillips, right, stands alongside Cmdr. Frank Castellano, commanding officer of USS Bainbridge (DDG 96) after being rescued by US Naval Forces.

Master rescued in hostage drama piracy On April 12, American forces rescued Richard Phillips, the master of the US-flagged Maersk Alabama, from the lifeboat he was held in by four pirates. Three of the pirates were killed during the operation by US Navy snipers and one was captured. The Maersk Alabama was hijacked 340 nautical miles off the Somali coast on April 8. The ship has a crew of 21 US citizens. Later on the same day, the crew were able to re-take control of Maersk Alabama. However, the pirates took the master hostage. Richard Phillips has been hailed as a hero. According to the crew of the Maersk Alabama, Phillips volunteered to follow the pirates to protect his crew. This follows the liberation of the French yacht Tanit in a raid by French commandos when two pirates were killed but also one of the hostages. Somali pirates are now threatening to avenge the killed pirates and

to international media they say that the target will be anyone who they see as French or American. The international naval build-up in the Gulf of Aden has led to a reduced piracy activity in the area, with only one successful hijacking of eleven attempts in March. The presence of navy patrols has however made pirates go south to find unprotected vessels. In March, there were 16 reported attempts off the southeastern Somali coast and off Kenya, and at far longer distances from shore. 16 per cent of these succeeded. The London based risk specialist Exclusive Analysis says that ”This is likely a reflection of the longer response times of naval vessels in this region once a distress call is received – due to the much larger distances involved and the lack of any system such as the group transit procedure used in the Gulf of Aden.”

New facility in Malmö infrastructure CMP (Copenhagen Malmö Port) will get a new port facility at Malmö’s Northern Port. The City of Malmö and the construction company Skanska has signed a contract worth SEK 845 million. The port facility, including three new terminals, will be operational in the first quarter 2011. Today’s cargo traffic will be removed from areas close to the city to the new facility, and transshipments will be more effective. When the container terminal moves to the Northern Port, an area of 140,000 square metres will be available in the Free Port as temporary parking place for cars bound for the Baltic Sea area. The ferry berths in Frihamnen will be designated for cruise vessels and Malmö will be able to offer berths for four cruise vessels. CMP expects a record number of cruise vessels in Copenhagen this season, despite the current financial crisis. So far, 332 vessels carrying approximately 620,000 passengers have been pre-booked. The first cruise vessel will arrive in Copenhagen on April 21, and the calls will continue over the summer period until September.

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12 Shipgaz No 3 2009

Market Review Worse to come but hopes for better times ahead Analysis The latest Shipping Confidence Survey from shipping accountants and consultants Moore Stephens show that shipping confidence continues to erode, Maritime Global Net reports. However, there are indications that more people see light at the end of the tunnel. Compared to the company’s first survey in February 2008, confidence has declined by 20 per cent from 6.8 to 5.4 on a 1-to-10 scale in March this year. The last four months, the decline has been modest by only 0.2. Moore Stephens also said that a number of respondents expressed belief in an improvement during the coming 12 months, and also expected increased bargain-hunting when cash-rich companies looks for

»In 12 month’s time, the market will have factored in most of the bad news« quality tonnage and companies to acquire at good prices. One respondent said that in 12 month’s time, the market will have factored in most of the bad news and market confidence will start to return, led by the US, Europe and Asia. Another said that shipping will start an upward trend in the third quarter. This might somewhat ease the minds of

those seafarers that are currently facing loss of jobs as the number of laid-up vessels continues to escalate. More and more boxships are heading for lay-up sites as liner operators return chartered-in vessels that have no prospects of finding new employment. Current estimates indicate that vessels corresponding to some 11 per cent of the total TEU capacity are idle. This can increase dramatically during the year, and Ron Widdows, head of Neptune Orient Lines recently told Lloyd’s List that he expects some 1,500 container carriers with a total capacity of 2.7 million TEU being idle in 2009. As demand for lay-up increases, there are concerns as to if there are enough suitable sites available. Compared to the latest period

Business as usual, but uncertainty looming Offshore Yard problems, delays and cancellations have made the headlines in the offshore market the last couple of months. It did not help, psychologically, when the North Sea spot market plummeted to a rock-bottom level by mid-February.

Looking at the supply side in the North Sea, no less than 12 large anchor-handlers have been fixed for term charters elsewhere and are about to leave the North Sea. And as most newbuildings are delayed, this bodes well for the coming season.

However, business was running as usual with extensions end term fixtures both in the North Sea and in other parts of the world. By mid-March the spot market began to improve slowly, and brokers expect this trend to prevail. From a level of GBP 6,500–7,000 for large anchor-handlers, the rates reached 25,000 at the end of March.

As for cancellations, Solstad Offshore pulled the plug on two large VS490 anchorhandlers at Karmsund Verft, as did Lewek Shipping of Singapore when the yard went bankrupt. Siem Offshore cancelled the first two of a series of ten similar vessels from Kleven Verft. Some of these vessels may be built, however, and may yet turn up in the market sooner or later. More cancellations Source: Shipgaz Bergen, April 3, 2009

Offshore earnings

GBP 1,000 200

150

100

15 20 25 30 35 40 45 50 1 5

Week

are expected, as financing may be hard to raise. On the chartering side, there are also some reported cancellations, including vessels such as the Havila Phoenix, Acergy Merlin and Toisa Pegasus. An offshore vessel has been fixed for survey duties in the Baltic this spring, the Esvagt Connector by Marine Met Teknik AB. The offshore market continues to see the normal dynamics of supply and demand, although much will depend on the development of the oil prices ahead. Dag Bakka jr

New term fixtures Charterer

Vessel

Type

Operation

Maersk Oil

Havila Fortune

psv

2 months firm + opt, March

CNR

UP Topazio

psv

extended until end May

Senergy

Malaviya 30

psv

1 well support Energy Enhancer, March

StatoilHydro

Far Searcher

psv

ext 1 year firm, end March

StatoilHydro

Viking Athene

psv

7 months firm + 5 months opt, April

Maersk Oil

Toisa Intrepid

psv

3 months firm + 2 months opt, March

Peterson

Highland Bugler

psv

ext 1 year, April

Petrofac

Aries Warrior

psv

ext 30 days firm, March

Marine Met

Esvagt Connector

errv

30 days firm + opt, Baltic survey, May

Total E&P

Havila Neptune

ahts

4 months firm + opt, Libya

Woodside

Lady Grace

psv

ext 12 months firm, April, Australia

Woodside

Far Strait

ahts

ext 12 months firm, April, Australia

Woodside

Far Stream

ahts

ext 12 months firm, April, Australia

Encana

Atlantic NB

psv

10 years firm from 2010, Canada

Eni

Bourbon Aladin

ahts

firm to end 2009, Egypt

no 3 2009 Shipgaz 13

Market Review ship vAlues MUSD Apr ’08

Apr ’09

Prompt resale

VLCC

166

110

5 years

140

Apr ’08

Apr ’09

Product, 47,000-dwt Promt resale

Rolf P Nilsson rolf@shipgaz.com

32,5

Apr ’08

Apr ’09

5 years Capesize Prompt resale

160

5 years

143

Apr ’08

Apr ’09

Panamax editOr-in-chief

Source: BalTic eXchange

of significant lay-up activities in the 1980s, today’s environmental awareness will spark local protests against lay-ups in sensitive areas. Although hot and cold lay-up could cut up to 40 and 75 per cent respectively from daily running cost, there are significant costs surrounding a lay-up operation. It is also a timeconsuming affair, especially in cold lay-up. The preparation can by month-long and the reactivation, which could require dry-docking, will also take several weeks. There are also uncertainties around how modern sophisticated systems will be affected and what the consequences will be when a modern ship is reactivated.

Prompt resale

5 years

OPEC puts pressure on tanker owners wet & dry OPEC has cut production to meet the decreased demand for oil in the world, and this is having severe consequences for the tanker industry. Single hull tankers are now being forced out from the spot market as rates are under heavy pressure, not least because of the amount of new vessels entering the market. According to shipbrokers Gibson, there are currently 595 single-hull tankers above 25,000 dwt, representing 16 per cent of the fleet. In the VLCC segment, the single hull tanker share is 21 per cent.

single hull Owners now face a situation where the choice seems to be either to lay vessels idle or continue to sail, but at rate levels below operating costs. This can only be sustainable for a shorter period of time. According to Gibson, single hull tanker owners are also under pressure from other owners to start scrapping vessels, which would help the rest of the industry. Gibson reports that a VLCC recently was sold for USD 12 million for scrapping. This is half of what was achieved a year ago.

Brisk trading activity after Easter holidays shOrtseA dry Easter holidays for sure put the brake on the European markets last week, with owners very keen to fix. There 1,500been quite a few unfixed positions over have the holidays, and the market woke up to rather brisk trading activity Tuesday 1,200 morning as owners were determined to cover their open positions. 900 3,000 mt wheat from German Baltic to ECUK was fixed at EUR 9.50 this week while Irish Sea was covered around EUR 13–14 p/mt. 600 There are quite a number of spot positions in all areas, and it will for sure take some 300to absorb this volume. There is little time pressure on rates yet, but most operators are hoping for a boost in activity now that 0 Easter holidays are over. 20 25 30 35 40 In the Mediterranean we are seeing lit-

USD/ton 1,500

1,200

fixtures • 2,500 mt gens 3 WC Sweden/N.France fixed EUR 31,000 lump sum • 5,000 mt minerals Morocco/North Sea fixed USD 12.50 p/mt • 3,000 mt wheat German Baltic/Humber fixed EUR 9.50 p/mt • 3,500 mt grains Humber/Belfast fixed Week GBP 9.00 p/mt 45 50 1 5 10 15 geir jerstAd Source: norBroKer aS, april 14, 2009

Source: norBroKer aS, april 14, 2009

mgO rOtterdAm cif prices

tle change from previous weeks with good output of grains from S.France and Spain to Algeria, Italy and Greece. But also here brokers have been able to clearMgo the board withiFo 180 out difficulties. 1,500 mt palletized minerals from S.Spain to Bristol was covered at EUR 20 p/mt this week.

eArnings estimAtes

Past 12 months. EUR/day 6,000

5,000

4,000

900

3,000 600

the trilliOn-dOllAr wOrldwide coordinated stimulus package announced at the G20 summit had a positive impact on the stock markets, and it might be what is needed to improve the climate in the dry bulk sectors, although there are already signs that indicates that there are actors in the market with a positive view of the future. Shipbrokers WeberSeas reports that cash buyers that have not made any moves in the last 3–4 years are now in the market to build up their fleets or replace older tonnage. there Are AlsO mAny indicAtiOns suggesting that there will be massive cancellations of newbuildings. One example is the Danish shipowner Torm, which in its annual report says that it expects some 35 per cent of the bulker newbuilding orders at the world’s shipyards will be axed by either the shipowner or the shipbuilder. rOlf p nilssOn

bAltic dry bulk indices

300 1,000 0

July ’08 End ’08 Apr ’09

Week 20

50 1

6,000

5,000

Week 20

50 1

Clean Tanker index

1442

839

371

Dirty Tanker Index

1924

1252

524

1,250 DWT

1,750 DWT

3,500 DWT

6,500 DWT

2,500 DWT

Source: BalTic eXchange

2,000

Photo: pär-henrik sjöström

No 3 2009 Shipgaz 15

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

Anne Christine Brusendorff

The Portrait

A struggle for the sick patient of Europe Anne Christine Brusendorff, Executive Secretary of HELCOM, is convinced that the Baltic Sea still has a future. But only if we act now. “The most important thing is to get the message through to the general public that the Baltic Sea is by no means a lost cause”, states Anne Christine Brusendorff, Executive Secretary of HELCOM. Reducing the input of nitrogen and phosphorus is one of the most important topics in the fight against pollution in the Baltic Sea. Previous efforts from HELCOM to reduce pollution and repair the damage to the marine environment have led to noticeable improvements in many areas. But there is still a lot left to do. Many of the environmental problems are also difficult to solve, and it may take decades for the marine environment to recover.

Regarding the input of nutrients, which are responsible for the eutrophication, HELCOM has already achieved a 40 per cent reduction in nitrogen and phosphorus discharges from sources in the catchment area. Likewise a 40 per cent decrease regarding emissions of nitrogen to the air has been achieved. But to get the clear water back, which is one of the main objectives of HELCOM’s ambitious Baltic Sea Action Plan, phosphorous and nitro-

gen inputs to the Baltic Sea must be further cut by about 42 per cent and 18 per cent, respectively. Reductions in nutrient inputs have so far mainly been achieved through improvements at major point sources, such as sewage treatment plants and industrial waste-water outlets.

»We have to tell our kids that they cannot go into the water because it is not healthy« baltic sea Approximately 100,000 square kilometers of the sea floor of the Baltic Sea (a quarter of its total area) is a veritable dead zone.

Further reductions require actions to address diffuse sources of nutrients such as run-off from over-fertilised agricultural lands. HELCOM is also looking at environmental issues generated by maritime transports, manly focusing at waste-water treatment and NOx emissions. For everyone visiting the area it is quite obvious that things are not all right with the Baltic Sea. “During the summer we experience algae blooming and we have to tell our kids that they cannot go into the water because it is not healthy”, says Anne Christine Brusendorff. However, she is convinced that it is really possible to save the Baltic Sea,

but there must be immediate reductions of chemical substances increasing the eutrophication. According to her, substantial reductions can be achieved by better and more efficient treatment of waste-water, less leakage of fertilizers from agriculture into the waters as well as a reduction of NOx emissions from above all shipping.

“I think that we all value our sea very much and we can see that it is not doing well. It needs medication and some cure. We can actually also point out the sources where we can see that it is possible for us to make the needed reductions”, clarifies Anne Christine Brusendorff. “I would for example like to see that all waste-water treatments plants on ships also remove phosphorus and nitrogen according to HELCOM’s recommendations. On the other hand we know that maritime transportation is the most environmentally friendly means of transport. But this should not be an argument for not doing even more in the field of preventing pollution and improving maritime safety.” Maritime safety issues and response to pollution incidents at sea

16 Shipgaz No 3 2009

The Portrait Anne Christine Brusendorff Photo: pär-henrik sjöström

Despite its beautiful sceneries, there is a long way to go before the Baltic Sea and its archipelagoes are clean again.

have a high priority in the work of HELCOM. Anne Christine Brusen dorff stresses that it is in the common interest for all countries surrounding the Baltic Sea to protect their sea environment. In many cases HELCOM has succeeded to pursue the most stringent regulations for the Baltic Sea. To protect the marine environment from pollution, every ship entering the Baltic Sea area is urged to comply with the anti-pollution regulations of HELCOM. “Of course we cannot introduce special regulations only for those ships sailing under the flag of a Baltic Sea state. Instead we go to IMO and try to get through regulations that are applicable for all vessels.”

Anne Christine Brusendorff explains that IMO itself does not take any initiatives for the protection of the Baltic Sea. “However these measures can be taken by IMO if the countries concerned join together and are able to prove that there is a specific need to do so.” An example is the designation of the Baltic Sea as a special area under several Annexes in the Marpol 73/78 convention. “It started from a will among the

Baltic Sea states and was followed by the recognition from the 160 member states of IMO. Everyone understood that we are really talking about a special area with such dense vessel traffic that there is a need for stricter regulations than in other sea areas”, Anne Christine Brusendorff explains. When it comes to maritime safety Anne Christine Brusendorff thinks that the electronic chart display and information system has made a great improvement as it enables the use of state-of-the-art tools for navigation. All the governments in the Baltic Sea coastal states have made a commitment to promote the use of such equipment.

»I think that we all value our sea very much and we can see that it is not doing well. It needs medication and some cure.« baltic sea action plan The HELCOM Baltic Sea Action Plan is a programme to restore the good ecological status of the Baltic marine environment by 2021.

“This means that the officers on ships using such equipment have up to date information about the traffic when they are sailing in the Baltic Sea.” Another issue of great importance is sufficient knowledge and training for winter navigation. “Our member states are commited

to improve this and ensure that the ships used are ice classed and suitable for icy conditions. They also employ icebreakers in those areas where there is the largest need for such services.” In Anne Christine Brusendorff’s opinion it is not just the ship owners that are responsible for cleaner and safer shipping – the charterers have a responsibility too.

“They must put requirements on the ship owners they work with and engage quality tonnage for their transportations.” Anne Christine Brusendorff thinks that efficient traffic monitoring is an important means of preventing accidents. Making use of the possibilities offered by IMO’s requirement that vessels should be equipped with AIS, the HELCOM countries have decided to build land based AIS stations, which have coverage of the whole Baltic Sea. “We now have a total picture of the maritime transportation, ensuring that we have a more efficient and safe traffic. If an accident still would happen we have to be well prepared”, Anne Christine Brusendorff says. Efficient cooperation between the countries is crucial if there is an oil spill. International exercises are ar-

No 3 2009 Shipgaz 17

ine Brusendorff

The Portrait

Photo: pär-henrik sjöström

THE BEST INVESTMENT FOR YOUR VESSEL - PUTS YOUR DIESEL AHEAD Anne Christine Brusendorff’s roots are in Denmark but she lives in Helsinki since many years.

WE ALSO CARRY OUT THE WORK, IN-SITU OR IN OUR WORKSHOPS

ranged annually by one of the member states, testing the readiness to lead a major response operation. If a real accident occurs, the right decisions have to be made fast. In November 2007 HELCOM adopted the Baltic Sea Action Plan and decided to make a submission by the end of this year to IMO in order to eliminate the pollution by sewage water from cruise and passenger ships. A correspondent group has been formed and it is led by Finland. At the Helsinki Commission meeting in March 2009, one of the issues was a joint submission to IMO for the designation of the Baltic Sea as a special area under the Annex VI in Marpol 73/78 dealing with discharge of sewage from ships. “We were not ready quite yet to approve it as we need a unanimous decision by all member states. We could not reach unanimity and therefore we altered the terms of reference to achieve that by the end of this year.”

WORLDWIDE SALES AND SERVICE NETWORK

for passenger ships to discharge their untreated sewage water of course requires port reception facilities. “Now we have to ensure that there are proper port reception facilities, otherwise it is not possible to have the special area status in effect.” HELCOM is also working a lot with NOx emissions from ships. “We have a principle decision within HELCOM to work for the designation of the Baltic Sea as a NOx Emission Control Area, where stricter regulations for ship emissions would apply. In case no further and stricter requirements are put in place, the emissions from ships will surpass the air emissions from land based sources.”

What is HELCOM? The Helsinki Commission or HELCOM is an intergovernmental organisation of the nine Baltic Sea coastal countries and the European Commission. HELCOM is the governing body of the “Convention on the Protection of the Marine Environment of the Baltic Sea Area”, usually referred to as the Helsinki Convention.

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

The prohibition

THE OPTIMUM SOLUTION

CHRIS-MARINE ® HEAD OFFICE AND SUBSIDIARIES: Chris-Marine AB•Tel +46 - 40 671 2600•Fax +46 - 40 671 26994•info@chris-marine.com SWEDEN IOP Marine A/S•Tel +45 - 4498 3833•Fax +45 - 4498 1125•contact@iopmarine.dk DENMARK Chris-Marine (S) Pte. Ltd.•Tel +65 - 6268 8611•Fax +65 - 6264 3932•chrism@chris-marine.com.sg SINGAPORE CM Hellas Ltd.•Tel +30 - 210 4826 060•Fax +30 - 210 4839 323•costas.sohoritis@chris-marine.com GREECE Chris-Marine Rep Office Shanghai•Tel +86 - 21 5465 3756•Fax +86 - 21 6415 2081•lanny.chen@chris-marine.com P.R. of CHINA Chris-Marine Rep Office St. Petersburg•Tel +7 - 812 3292 599•Fax +7 - 812 3292 597•andrey.egerev@chris-marine.com RUSSIA Chris-Marine Rep Office India•Tel +91 - 712 224 2719•sunil.vaidya@chris-marine.com INDIA

18 Shipgaz No 3 2009

By Bent Mikkelsen bent@shipgaz.com

Newcomer Stella Maris

Photo: BENT MIKKELSEN

Coaster with an unusual origin The Stella Maris will be noted in history as the first ship to be built for export to the West – in Bangladesh. Bangladesh has had the status of a developing country ever since it emerged from the war in 1970–1971. The Danish governmental aid organisation Danida has given Bangladesh substantial aid in the form of a fleet of river ferries, tankers and passenger vessels to help infrastructure in the country.

Now, the Marstal based Stella Shipping P/S (partnership) wrote history in October 2008, when the company took delivery of the first ship ever to be built in Bangladesh for export to a Western country. “It wasn’t an easy journey”, says Jan Fabricus, CEO of Stella Shipping. “On the contrary, it was long and tedious and took around three years from when the first steel plates were cut up to the actual delivery.” “But it was worth it”, he adds with a big smile. The vessel is the coaster Stella Maris, which is the first newbuilt coaster for the Danish owned fleet

since 2007, when Rederiet Nielsen & Bresling took delivery of the Nina Bres. The Stella Maris, however, sails under the Antigua and Barbuda flag with St Johns as port of registry. “Well, it is a little less complicated to sail under this flag than the Danish, as we are flexible with the crew”, says Jan Fabricius.

»It wasn’t an easy journey. On the contrary, it was long and tedious. But it was worth it .« Stella Shipping was formed in 2008. The company is active in the segment with small to medium sized vessels, 2,500 to 14,000 DWT.

The ship is manned with a Latvian crew, but Stella Shipping is seriously considering switching to Danish captain and chief. “I think we will go back to Danish senior officers in the near future. In the old days we had much closer contact with our captains. When they arrived in Denmark for a holiday period, they started by visiting the office in Marstal and we spoke about the time on board and had dinner at

my home before they went on their time off. That way we became much more familiar with each other”, says Jan Fabricius. Shipgaz searched out the Stella Maris lying at the port of Valletta, the capital city of Malta in the Mediterranean. The ship had a three-week stay in the port, due to engine problems. While bunkering outside Valletta on a ballast voyage from Italy to Greece, the lubrication oil pump exploded and created a mess inside the main engine. A team of seven technicians from the MAN factory at Frederikshavn (former B&W/Alpha-diesel) worked hard in the engine room while lying at Valletta.

The Stella Maris crew of seven persons is led by Captain Aleksejs Salimovs, who was thrilled with the new ship. “I’m really happy to be on such a new ship. In fact, it’s the first time I’m in charge of a completely new ship. Naturally there are some things

No 3 2009 Shipgaz 19

The editor of the Newcomer section is Pär-Henrik Sjöström, contact him at par-henrik@shipgaz.com

Newcomer Photo: BENT MIKKELSEN

that aren’t going that well and we have to work out all the faults on this first ship in a series of three units. As it’s the first, there are some teething troubles both in equipment and construction, but we report back and hope that it will be changed on the vessels”, says Aleksejs Salimovs. “But, really, nothing really serious at all”, he adds. “We are down to details like the holes in the bottom of the cargo hold for mounting twist locks for containers. When we have bulk cargo it’s a little bit complicated to clean in those holes. So some kind of cover will be needed in the future vessels”, says Aleksejs Salimovs.

Stella Maris

The bridge is high enough for watching above two layers of containers.

The accommodation consists of ten cabins, each with private facilities. Two of the cabins are equipped to accommodate two persons if necessary. The senior officers – Captain, Chief Mate and Chief Engineer – live on the poop deck, while the rest of the crew live one deck down, very close to the galley and mess room. The Stella Maris is an ordinary dry cargo coaster with good container capacity. It could also be called a minibulk carrier with one hatch and one box shaped cargo hold. The capacity for containers is 64 TEUs under the hatch covers and 64 on the hatch covers or 128 TEUs all told, or 64 FEUs (forty-foot units). The ship has stability sufficient to carry two layers of containers on the hatch covers. The capacity could be enlarged with another eight TEUs on deck if the gantry crane for handling the hatch covers is stored ashore, in a situation where the ship is trading regularly between two ports in a feeder service. The hatch covers are not the fold-

ing type, but instead pontoon covers, which are stacked at either end by a gantry crane. “It is a good system, used by Dutch ships for years and much cheaper than folding covers”, saysJan Fabricius.

A special feature is that the end of each cover (the ones with rubber seals) is made in stainless steel and will last much longer that normal black steel. “It is one of the options by building in a low-cost country. With the low cost it is possible to use luxury

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class materials in a place like this that always is heavily corroded after some years. Also the fact that all our piping on board the Stella Maris is zinc-coated from the very beginning gives the ship a good head start on maintenance for the future. The pipes will simply last several years more than normal painted pipes”, says Jan Fabricius. The Stella Maris has a relatively high wheelhouse in order to be able to look over the two layers of containers on the hatch, but it is prepared for a hydraulic wheelhouse, if necessary in the future. The present ‘steel tower’

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20 Shipgaz No 3 2009

Newcomer Stella Maris Photo: BENT MIKKELSEN

»So far the market has been disappointing, from a general point of view« is bolted together and can easily be changed if a charter comes up, where it is a requirement that the vessel should pass underneath a bridge.

”We have tried to think very much of being prepared for all kind of challenges. We also realized that we have to see how the market takes a new ship like the Stella Maris before we actually know it”, says Jan Fabricius. “So far the market has been disappointing, from a general point of view. We managed to have a nice cargo on the maiden voyage with a load of IMO containers from Taiwan to Bourgas in Bulgaria, but otherwise the market is not that good at the moment. The original plan was to continue to Northern Europe and take part in sailing in the Baltic area as the vessel is ice strengthened, but the market is even worse in that area.” “We know that very well, as we have two of our ships laid up at Marstal just outside our office windows. But it is good to know that we took the right decision in December 2008 and laid up these coasters, instead of losing money daily. If we had continued sailing we would have been about one million Danish crowns behind already”, says Jan Fabricius. The two ships are the Nina of 1,650 DWT and the Hanseatic Star of 1,780 dwt, both around a thousand tons smaller than the Stella Maris. The decision to build in Bangladesh came after experience gained by working in a Vietnamese joint venture for a decade. In the late 1990ies Jan Fabricius founded a Vietnamese company in cooperation with his previous company Fabricius Shipping, which in 2006 became Erria A/S after a sale of the shares. “You can say that it began with Ole Steen Knudsen A/S, a naval architect company that handled a lot of the export of aid-ships from Denmark to Bangladesh.” “They started by opening an office in Dahka, the capital of Bangladesh, and drew our attention to the

The Stella Maris alongside in Valetta, Malta.

Jan Fabricius is the CEO of Stella Shipping, based in Marstal on the Danish island Ærø.

low-cost country. We designed a ship and arranged with a shipyard and then the long and tedious journey started.” All equipment on the Stella Maris is imported from Denmark or via Denmark. “That means all equipment from the main engine, as the largest single item, to the screws used for mounting the furniture on the bridge. Even the insulation batts used in the accommodation are shipped from Denmark to Chittagong in order to get the most sensible quality on the ship”, says Jan Fabricius. “We somehow expect to be able to produce some of the materials in Bangladesh to the benefit of the price of the ships. I don’t see any reason why it shouldn’t be possible to produce a number of pieces of equipment locally in a country with a large dedicated workforce like in Bangladesh”, says Jan Fabricius.

The current price for a coaster of the same type and size as the Stella Maris is around DKK 40 million or way below the price from a European shipyard. The price of the Stella Maris is a little higher because of the building time of three years. “It could not have been done any quicker. We soon realized that we had to teach and guide the workers at the shipyard to do welding and mounting to a certain standard. They simply had no clue of any kind of standard

or way of doing shipbuilding in the European style. So instead of surveying the vessel once a week or monthly we had to have several surveyors on the spot every day, all working hours in order to guide the shipbuilders. There was a lot of saying: No, that’s not the way to do it, you have to do it this way …”

“Looking back on this first vessel, I think it was worth the effort. We have an enormous knowledge about shipbuilding in Bangladesh. And we got a special status in the country, as we took the very first exported vessel”, says Jan Fabricius and gives an example of what that status meant in a certain situation during the building process: “We had 16 containers filled with equipment at the port of Chittagong, waiting to be transported to the shipyard. Then the customs officials at the port started to claim import tax on the 16 boxes. I had to make a call to the president’s office in order to clear the matter, and within hours the containers were released and shipped to the yard and we haven’t had these problems afterwards.” Stella Shipping is expecting the next vessel, the Stella Moon, to be delivered at the end of May this year. “We do hope that the schedule will come through, but there might be delays”, says Jan Fabricius.

No 3 2009 Shipgaz 21

Stella Maris

Newcomer Photo: BENT MIKKELSEN

1. The pontoon type harch covers. 2. One end of the hatches is made from stainless steel, an affordable luxury in a low wage country. 3. The Stella Maris was built on the Ananda Shipyard in Dahka in Bangladesh. 4. Captain Aleksejs Salimovs in the hold of the brand new coaster.

Stella Maris Type ............................................................ Coaster Built by .............. Ananda Shipyard, Bangladesh Newbuilding No ...................................... 226/24 Owner ..................................... K/S Bangladesh I, Stella Shipping P/S, Marstal. IMO No .................................................... 9390381 Flag .................................... Antigua and Barbuda Class ............. Germanischer Lloyd + 100A5 E1 Solas II- 2 Rc19 MC E Aut 16h Length, o a ................................................ 81.35 m Length, b p ............................................... 77.25 m Breadth ....................................................... 13.15 m Depth, main deck .................................... 6.20 m Draught ...................................................... 4.65 m

DWT .............................................................. 2.639 GT . .................................................................. 1.867 TEUs ................................ 64 on deck 64 in hold Cargo hold .................................. 49.20 x 10.2 m Cargo capacity ................................. 3,000 cbm Machinery .................................... MAN 8L21/31 Output ................................................... 1.720 kW Service speed ......................................... 14 knots Consumption ........ 14 knots on 6.6 tons MGO 11.5 knots on 5.2 tons MGO

Makers’ list Engine control: Alphatronic (MAN, Frederikshavn) + CP propeller

Box cooler: Blocksma Auxilaries: Sisu-diesels (Delivered from Nordhavn Diesel, Århus) Shaft generator: Leroy-somer Bowthruster: Schottel type SST11OLK Bridge equipment: Furuno + Anschutz Cargohold smokedetector: Scantec engineering Windlasses: Nørlau, Nørskou Laursen, Esbjerg Gantry-crane (hatchcovers): Coops & Nieborg B.V. Hoogezand, Holland. Paint: Hempel Design: Sea Consult, Marstal (a part of Stella Shipping)

Photo: BENT MIKKELSEN

22 Shipgaz No 3 2009

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

Newcomer AIDAluna

Photo: Meyer Werft

Another club concept AIDA

AIDA Cruises continue to expand their successful fleet of club ships with the third newbuilding in a series of six. The club cruise concept of AIDA Cruises has proven most successful since it was launched in 1996. The idea to provide both active and casual cruises with no traditions or conventions was completely new and still remains a cornerstone in the business idea. Today the fleet operating under the AIDA Cruises brand consists of six vessels. The latest addition AIDAluna is the third in a series of six new 69,200 GT club ships from Meyer Werft in Papenburg. The following ships are to be delivered in 2010, 2011 and 2012.

The keel of the AIDAluna was laid on March 29, 2008 and the vessel was floated out from the covered building dock on February 13, 2009. She was moved to Emden along the River Ems on February 21 and handed over to her owner in the port of Emden on March 16. After delivery the vessel headed for Hamburg, from where her two weeks maiden voyage to Palma de Mallorca started on March 22.. Having a maximum capacity for 2,050 passengers, the AIDAluna is by size not even close to the largest cruise vessels of today. However, the club ship concept of this versatile class of ships is developed especially with the German market in mind.

Of the 1,025 passenger cabins of the AIDAluna 666 are outside cabins. Of them 439 are equipped with balcony. In addition to the various cabin categories there are also 18 suites on board, situated in the forward and aft part of the ship on decks 6 to 9. The public rooms on board the AIDAluna are concentrated to the upper decks from deck 9 and above. An interesting feature is the Theatrium, spanning through decks 9, 10 and 11. It is the centre of the ship, including a theatre with 1,100 seats, bars and a market place, merged into one space. The Theatrium is equipped with a large, state-of-the-art stage system.

»A speciality is her open-air cinema, the first of its kind on an AIDA ship« As a combined tour operator and shipping company, AIDA Cruises is Germany’s number one in terms of sales and passengers. Exclusively targeting the German-speaking markets, AIDA Cruises is a part of Carnival Corporation.

On deck 11 there is a 4D Cinema, showing films in 4D quality, especially produced for this purpose. The cinema is fitted with moving chairs, giving the audience the impression of being exposed to the elements. A speciality of the AIDAluna is her open-air cinema, the first of its kind to be introduced on a ship in the AIDA Cruises-fleet. The display of the 7 meters wide and 4 meters high screen

consists of more than 186,000 LEDs. Propulsion is provided by a dieselelectric machinery with two conventional shaft lines. Four diesel generator sets supply electrical power for all systems on board. MaK 9M43C diesel engines have been installed as prime movers, each having an output of 9,000 kW. The engines may be operated on as well diesel oil as heavy fuel oil. Their NOx emissions are reduced with MaK’s Flex Cam technology. The daily fuel consumption at 85 per cent MCR is approximately 140 tons.

The engine room is divided in separate water-tight compartments with doubled systems to provide at least 50 per cent propulsion power if one of the compartments would be knocked out for some reason. Control and monitoring of all technical plants and systems are integrated in the ship’s automation system. The integrated navigation and command system on the bridge is of the type NACOS 65-5 is supplied by SAM Electronics. The evacuation equipment of AIDAluna consists of four marine evacuation systems in addition to six tender boats, 14 life boats and two fast rescue boats.

No 3 2009 Shipgaz 23

The editor of the Newcomer section is Pär-Henrik Sjöström, contact him at par-henrik@shipgaz.com

AIDAluna

Newcomer Photo: Meyer Werft

1. AIDAluna Theatrium. Three decks high, it is the heart of the ship. 2. Open air cinema. The display has more than 186,000 LEDs. 3. Weite Welt. One of the counters in the multi-cultural restaurant. 4. Spa suite. A private oasis in connection to the Wellness Oase.

AIDAluna Type .................................................. Cruise vessel Built by ........... Meyer Werft GmbH, Germany Newbuilding No ......................................... S.660 Owner .......... Aida Cruises, Rostock, Germany Flag ................................................................... Italy Class ................ Germanischer Lloyd ✠ 100 A 5

Passenger Ship IWMCAUT RP3-50 % /GL Length, o a................................................ 252.0 m Breadth, mld ............................................. 32.2 m Draught ......................................................... 7.3 m DWT ............................................................... 6,100 GT . .............................................................. 69,200

Passenger capacity..................................... 2,050 Passenger cabins.......................................... 1,025 Propulsion ................................... Diesel-electric Main engines .......................... 4 x MaK 9M43C Output ........................................... 4 x 9,000 kW Speed ............................................................. 22 kn

Photo: Meyer Werft

Photo: AIDA CRUISES

Photo: Meyer Werft

24 Shipgaz No 3 2009

By Fredrik Davidsson, fredrik@shipgaz.com

Report Pirated security equipment

Photo: Fredrik Davidsson

The original. Pirated copies of this hydrostatic release for life rafts have been widely spread over the market.

Copies that could cost lives

This winter has seen a particularly dangerous pirated copy of a device that must not fail once it is needed. “This copy will never ever cut the line and release a life raft”, says Jan Calvert, sales and marketing director at CM Hammar, Swedish producer of hydrostatic release units. Should you find yourself fighting to survive on the surface of a stormy sea you surely want the life rafts you remember from your vessel to come popping up to the surface for you to climb into. With well functioning hydrostatic release units, they will.

“There are pirated copies in all businesses from watches to engine parts; they usually will not kill you though. But this is life saving equipment”, says Jan Calvert and holds out a pirated copy of the CM Hammar H 20 hydrostatic release unit that it takes a real expert to tell from the original. It is all there: logotype, correct

packing, even production number and the European regulatory marking, the Wheel mark.. “Not even our own production personnel could tell the difference at first.” CM Hammar introduced their disposable hydrostatic release unit in the mid 1980s and it has made the market leave the large old metallic hydrostatic release units that had to be serviced at specific intervals. Since then there have been copies and other companies who have made their own versions, more or less identical to the market leading Swedish unit. “Like these ones, you can see they are copies, as they all have Chinese printing on them and they don’t look exactly the same as ours. They would

»Not even our own production personnel could tell the difference at first«

Jan Calvert at CM Hammar. The company’s products are now marked with socalled holospots that are hard to copy.

never make their way into Europe and their quality is not very good” says Jan Calvert and opens a plastic bag with some Chinese versions.

Since the units are single use products they cannot be tested, their quality must be reliable in case they are needed, but usually they are just attached to the lashings of life rafts and EPIRB units for two years and then they are disposed of and replaced. “This autumn we were contacted by a Dutch cable layer, who claimed our product did not work. We were a bit surprised, as the units are seldom put to the test other than after accidents, but we learned that the cable layers are using our hydrostatic releases to hold and release transponders on the cable they are laying. The transponders are supposed to be released, float

No 3 2009 Shipgaz 25

Pirated security equipment

Report

The company immediately started an information campaign to let everybody know how to tell the real product from the fake. “During Christmas not too much happened, but when we came back after the holidays our in-boxes were full. Since then we have had a girl working two days a week just going through the mail and help customers find out if they have the pirated copies or not.” The scope of the piracy has been hard to establish but so far about 100 fake hydrostatic release units have been identified. “All the pirated units we have found so far have been sold by two Indian dealers and we suspect they are also produced in India.” To try and make their product harder to copy CM Hammar has made some small alterations like moving the serial number to the top of the unit and also introduced a hologram, Holospot, with hidden information, which is supposedly very hard to copy. “It has been a giant task to inform about all of this. It takes time and money, not to mention the adjust-

Photo: Fredrik Davidsson

to the surface and send signals to the vessel and the crew, who thereby can tell if they are laying the cable in a straight line.” This way the cable layer ‘consumed’ a lot more units than any normal vessel and now they claimed to have a batch that did not work. “We said OK, send them to us and we will check them. It took some time before we got the units but as they arrived in December we soon understood they were not really our products, they were pirated copies.”

Hansson PyroTech’s line throwers have also been copied. The picture shows the original.

For a small company in Göteborg

have not received any reply” says Rolf Eklöf at the Swedish Maritime Administration, who also thinks three months is a long time without receiving any response.

it can be hard to find the time and money to go after people on the other side of the world trying to steal your market shares by illegal means. Lawyers are expensive and international law is a jungle. “We can’t hire private detectives to go to India, but we are using our patent bureau and they are pulling a few strings and we have had contact with the Swedish Maritime Administration and they were very upset. They sent a letter to their Indian counterpart. So far I have not heard of any reply from India.” “It is true, we sent a letter signed by Johan Fransson, Director of the Swedish Maritime Administration and Chairman of the IMO Council, to India on December 17, and asked them to handle the situation, but we

“Our next step is that our delegation, including Johan Fransson, will talk directly to the Indian delegation at the next MSC meeting.” “We have also spoken to the so called ‘Notified Bodies’, the classification societies, especially Bureau Veritas who stands behind the Wheel mark and asked them what they intend to do about this. Somebody is using their mark without permission, but it feels like they are very toothless. Their reply was ‘We can always send the pirates a letter and tell them they can’t do this’”, says Jan Calvert. “This is a problem for the whole business. There is no official body that takes care of this type of thing”, says Jan Calvert.

ments we have made in our production. It took some time before we were up to speed again.”

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In the land of the polar bear Always leave the ship together as a group. Never go ashore without a weapon. Cruising at Svalbard offers astonishing nature and animal life, but you must move with care. TEXT: KLARA MAGNUSSON PHOTO: JENS SAMUELSSON

It all started in 1981 with the shooting of a film that did not come off. But the interest in Svalbard was founded and today Per Engwall has spent 18 summers in the land of polar bears, walruses and glaciers. he sailing season at Svalbard starts in June, when the waters are no longer covered in ice. The Stockholm leaves her winter berth in Göteborg in April and arrives two months later in Longyearbyen on the west coast of Svalbard, ready for three months of passenger cruises. For the ship’s owner and master, Per Engwall, this coming season will be his 19th. In 1991 he came here for the first time with the Origo, the ship that he owned at that time. “I had read a lot about the place, how dangerous it is and how careful you must be about the ice and its movements, and I guess I was a bit nervous. I remember that I was surprised by the good weather; not a single breeze for many days, which is typical for the summer time in the Arctic”, he says. The idea of sailing to Svalbard was born ten years earlier, when Per Engwall was contacted by the Swedish filmmaker Jan Troell, who needed a ship in a film about the adventurer André and his trip to Svalbard in a balloon. At that time Per Engwall owned the old steamship Orion. In the end the Orion did not get the job, but Per Engwall could not stop thinking of Svalbard. Ten years and one ship later he went there, established contact with a travel bureau and started his business with passenger cruises. In 1997 he bought the Stockholm, a sister ship to the Origo. “As a matter of fact I bought her to get repair parts for the Origo. But I found out that the Stockholm was in even better shape than the Origo, and our cruises were so fully booked that it was a good idea to sail with two ships”, he says.

Around 20–25 vessels cruise with passengers in the waters around Svalbard. Most of them are Russian; among the rest are two Swedish and one Norwegian. The Stockholm is one of the smallest ships in the area, with room for twelve guests and seven crewmembers in six cabins. With a length of 40 and a draught of 3.6 metres, the ship can enter bays and sounds for which other vessels are too big. Per Engwall has tried out and listed about 300 spots around Svalbard, where he knows that the Stockholm can go, compared to around 50 spots for the ship’s larger colleagues. “Our specialty with the Stockholm is to have many places to choose from, so that we can always go somewhere and be there alone. If there is already a cruise ship with 200 people on board in a bay, the experience for our passengers will not be the same.”

Magnificent but dangerous. There are regulations for how close to the glaciers you are allowed to go, because of the risk for calving.

Photo: Klara Magnusson

â&#x20AC;&#x2C6;Per Engwall is the master and owner of the Stockholm and has spent 18 seasons in the waters around Svalbard.

â&#x20AC;&#x2C6;Being one of the smallest ships cruising at Svalbard, the Stockholm can visit places where the bigger vessels cannot go.

â&#x20AC;&#x2C6;Animal life at Svalbard is spectacular. Walruses, seals and different kinds of birds are normally seen on every cruise.

â&#x20AC;&#x2C6;Whales are not that common.

»We always scan off the landscape with binoculars before landing. But of course the bear can be hidden and easy to miss« so, the guides make it really interesting and afterwards the passengers think that it has been a great landing.”

Walking alone on Svalbard is strictly forbidden. Everyone has to stick with the group and at least one of the guides has to carry a weapon when ashore. There have been a few serious accidents on Svalbard during the years; tourists who have walked away from their groups and become a polar bear’s dinner. A few years ago a crewmember of the Stockholm was killed by a bear and one of his colleagues was bitten and lost one of his ears. The crew on board the Stockholm often discuss possible scenarios and how to react if for example they meet a polar bear. The glaciers can also be dangerous. You never know when a glacier will calve, shedding great blocks of ice. A crewmember of the Stockholm describes the water near a calving glacier as “an enormous mojito drink”. There are regulations for how close to a glacier you are allowed to go, but even so there have been accidents, where people have been hit and injured by blocks of ice.

The Stockholm receives regular information on the ice situation.

Stockholm av Göteborg Built in 1953 at Finnboda shipyard and used by the Swedish Maritime Administration for serving for example lighthouses. The ship had been laidup for 14 years when Per Engwall bought it. Both the main engine and the two auxiliary engines are original Since the ship's original name – Stockholm – was already taken, it is now called the Stockholm av Göteborg.

Landings – normally two per day – are made on beaches with the help of a zodiac. The two guides on board follow the passengers ashore, showing them places and animals and telling them about the scenery. Cameras hang around every neck. Among the passengers are many photographers, wanting to come close to wild animals and astonishing scenery. Per Engwall cooperates with two travel agencies and the typical passenger on board the Stockholm is English, Swedish or German, quite well off and interested in nature. Walruses and seals are often seen. Polar bears, reindeer and foxes are usually seen on every cruise, whereas whales are not that common. If a bear is seen ashore, the group has to stay on board. “We always scan off the landscape with binoculars before landing. But of course the bear can be hidden and easy to miss”, Per Engwall says. Some of the bears are curious and come close to the Stockholm when it has stopped in the ice, standing on two legs and looking into open portholes. They can lean onto the ship but they never climb – they are too afraid to do that. The bears are normally seen alone; the only exceptions are a female with cubs or if the bears have found a big cadaver to eat. Per Engwall once saw a group of 18 bears gathered, feasting on a dead whale.The guides working on board the Stockholm are described by others in the crew as “terrific”, “totally outstanding”. “Sometimes it can be all grey ashore and nothing to see but stone”, one member of the crew explains. “Even

There are special regulations for Svalbard in order to preserve the environment and the wildlife. Helicopters are forbidden. Groups of a maximum of 30 persons are allowed ashore and there are also rules for how close you can be to the animals. In some bays often visited by tourists, the Polar Institute has put up surveillance cameras. A few months ago Norwegian authorities wanted to forbid visits to other than a few chosen spots in the Svalbard area. After having been submitted for consideration by the parties concerned, the proposal is likely to be discussed by the parliament next autumn. One of the parties that did not like the proposal was AECO, Arctic Expeditions Cruise Operators, whose mission is to look after the interests of travel agencies running business in the Svalbard area. “We can accept the regulations that are already in use to be sharpened or extended. We can in fact accept a lot of things, for example inspectors coming on board the ships to check that we follow the rules. But prohibiting the ships from visiting all those spots would simply not be a good solution”, Per Engwall says. The waters around Svalbard are very poorly hydrographically surveyed. Per Engwall and his crew often sail without charts, the ECDIS showing nothing but a white screen. During the years they have spent many hours finding good places to sail, and they have built up a bank of depth information. “We collect the depth information given by the echo-sounder and store it. After a day with interesting destinations we plot the ship’s fairway and fill in the depth information in our own charts, which gives us traces to follow the next time we go there”. When in new areas they go very slow, constantly

If a bear is seen ashore, the passengers have to stay on board.

â&#x20AC;&#x2C6;Among the passengers cruising with the Stockholm are many photographers. â&#x20AC;&#x2C6;Smile to the camera. Some of the polar bears are curious and come close to the ship when it has stopped in the ice.

â&#x20AC;&#x2C6;Polar bears sometimes lean on the ship and look into open portholes, but they never climb.

Time for dinner. Two bears feasting on a dead seal.

Signs warning for polar bears can be seen here and there on Svalbard. Going ashore without a weapon is strictly forbidden.

The weight of a polar bear is normally 400–650 kilos, the male bear being the largest.

»We actually got stuck in the ice in July last year with passengers on board. After three days we got help from the Norwegian coastguard, since we had a commission that we couldn’t be late for. But normally you can do nothing but lie still and wait«

Storön Vitön Nordaustlandet Danskön

Spetsbergen Barentsöya Longyearbyen Edgeöya Halvmåneöya Hornsund

Tusenöyane

Svalbard The 2,000 inhabitants of Svalbard live in the village of Longyearbyen. Svalbard comes under Norwegian law as well as under some special rules for the area. According to the Svalbard Tractate, foreign ships and Norwegian ships have the same rights to run cruising business in the area. The red line on the map shows the sailing route of the Stockholm.

sounding. If an area seems to be very shallow they can put one of the two zodiacs into the water ahead of the Stockholm. Sometimes they let out the anchor a bit, for it to run aground first. The water around Svalbard is often very clear, and from the lookout’s position in the foremast visibility is good. “We also try new areas only in low tide, so that we will have a margin if we get stuck. When we have surveyed a fairway we try to widen it by sailing by the side the next time. Our goal is to get fairways that are 200 meters wide”, Per Engwall explains.

In June the Stockholm and the other cruise ships can only sail along the west coast and in some of the bays that are not covered with ice. One month later the northern parts – Nordaustlandet and Storøya – have usually become ice-free as well. The island Kvitøya in the northeast of Svalbard is a popular destination, since the adventurer Salomon August Andrée landed here with his balloon in 1897, but it can only be reached in perfect weather conditions. It is no use for the crew of the Stockholm to prepare strict plans and timetables for a cruise, since such plans cannot be followed anyway. Everything depends on the weather. Last year the Stockholm could not pass the sound south of Nordaustlandet until late September because of too much ice. “The ice situation depends on the winds; for the last few years the winds have often been northerly, which makes drift ice, 2–3 meters thick, drift down to the waters north of Svalbard”, Per Engwall says. “We actually got stuck in the ice in July last year with passengers on board. After three days we got help from the Norwegian coastguard, since we had a commission that we couldn’t be late for. But normally you can do nothing but lie still and wait.” The Stockholm receives regular information on the ice situation and when there is 50 per cent or less ice in an area the ship can sail. But the crew cannot know from these ice charts whether the ice-floes are many and small or few and big. “In an area with ice-floes we drive at a slow speed and navigate our way ahead around them. But since they can be many kilometres wide, these trips can sometimes become very winding”, Per Engwall says. There are seven in the crew of the Stockholm; master, first mate, chief, two able seamen, steward/ chef and waitress. Everyone has to help out with everything and the able seamen can often be seen serving the passengers at the dinner table. Much of the maintenance work of the ship is done in April and May when the Stockholm spends a few weeks in Scotland and England on its way from Göteborg to Svalbard. The crew tries to do some repair jobs during the summer as well, but the cold climate – 6–7 degrees in July – is not the best for painting. Working for several months in a row is not a problem, Per Engwall says. On an ordinary day, the Stockholm sails for 10–12 hours. There is plenty of time for the crew to rest, or if they want to take part in the landings together with the passengers. And according to Per Engwall the Arctic light helps, too. “Working where the nights never get dark is special, and it decreases your need for sleep.”

â&#x20AC;&#x2C6;Jens Samuelsson, the photographer of this feature, works as first mate on board the Stockholm.

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No 3 2009 Shipgaz 43

By Dag Bakka jr, dag@shipgaz.com

NSA Annual General Meeting

Report Photo: NSA

Sturla Henriksen, the new NSA managing Director, said that it is in the present situation that tomorrow’s winners are shaped.

Norwegian shipowners reinventing themselves It was a different tune altogether, the 2009 annual general meeting of the Norwegian Shipowners’ Association. There was hardly any mention of taxes or plea for competitive conditions; everyone heard the Labour parliamentary secretary to the Minister of Trade and Industry claim that the red-green government held the highest ambitions for the maritime industry and that the shipping policy had never had such a robust political backing as the current.

Instead, the focus was firmly on the marketplace and how to navigate the rough waters of a global recession. Mr Parag Khanna, director of the New American Foundation’s Global Governance Initiative and an adviser to president Obama, talked about global trends in a changing world and of new realities emerging. He brought a vision of greater

complexity. There were other talks on environmental aspects stating the bold NSA object of zeroemissions and on carbon trade, captive and storage. The new NSA managing director, Sturla Henriksen, who succeeded Marianne Lie last year, made the point that it is in the present situation that tomorrow’s winners are shaped. Everyone knows the cyclical nature of our industry. In the short term there is the survival game, in the longer lies opportunities in a changing world, where environmentally sound solutions and high stand-

»The message is clear: To shake off the image of a taxsulking and conditions-complaining industry«

ards will be essential. The NOK 7 billion tax discount for environmental projects should be seen as a strategic asset in this effort. The message is clear: To shake off the image of a tax-sulking and conditions-complaining industry and show the true face of a resourceful and ambitious international logistic service provider with challenging environmental goals.

The shipowners could point to significant increase in net freight earnings. Estimates for 2007 indicate the volume of NOK 20.5 billion for 2003 being doubled to 39 billion. A large slice of these earnings have been invested in ships and equipment from domestic yards and suppliers. The NSA statistics for 2008 reveal



44 Shipgaz No 3 2009

Report NSA Annual General Meeting a slight increase in tonnage over the preceding year to 41.7 million dwt. Still this is a drop of 3.5 per cent in five years, but, on the other hand, the number of vessels has increased by 15 per cent to 1,876 ships under Norwegian ownership. The share of vessels under the national flag is steadily declining, now to 57 per cent of the fleet. The NIS register seems to be more popular with Swedish and Danish owners, as they now hold 15 per cent of the NIS-tonnage, or 3.1 million dwt. The change of the Norwegian fleet for smaller and more cost-intensive units is still holding up. The order backlog comprises 369 vessels from shipyards in 17 countries of a total tonnage of 6.4 million dwt.

One should, however, not refrain from remarking that the NSA (and hence ISL-Bremen) statistics are based on a somewhat narrow definition of what could be considered as Norwegian. Fleets like Frontline, Golden Ocean, Arne Blystad and Gearbulk are not included, even though a substantial part of this has some sort of com-

mercial, operational or financial link to Oslo and Bergen. And what is Norwegian anyway, at a time when the shipping industry has become increasingly globalized? When some of the largest shipping companies in Norway are foreignowned, like Teekay Norway, BW Gas, Nordic American Tanker Shipping, Bourbon Offshore Norway, and so on. The Norwegian maritime industry has gone global long ago, companies have transgressed national borders and jurisdiction. There are Norwegian-based companies abroad as there are Bermuda-based Norwegian companies both abroad and in Norway. As the maritime ‘foot’ does no longer fit the national ‘shoe’, new definitions are called for. In such a wider perspective, Norwegian owners have ordered some 820 vessels and 64 drilling rigs over the past five years. Total investment for ships in 2004–2008 amounts to USD 43 million and for drilling rigs to 13.5 billion. In addition, some 600 ships were acquired from foreign owners at a total investment of USD 13.5 billion. There is a substantial element of offshore in

Deficit The situation on the financial market and increasing operational costs gave NSA a deficit of NOK 49 million (EUR 5.6 million) for 2008.

this investment boom, as offshore vessels account for 45–46 per cent of the order value, drilling rigs excluded.

The new NSA identity may strengthen the perspective of Norway and Scandinavia as a strong corner in an international industry, existing purely on the merit of competence and community under favourable and stable conditions. In a changing world the narrow definition of geographical location could be replaced by a perspective of competitive culture, the way Nordic players – from shipbroking and ship operation to marine insurance – are working in a different manner and drawing synergies from a small community. As the cost gap and national conditions narrow, the ‘cultural competence’, business values, environmental goals, transparency and high standards could bring about a competitive edge. In this respect, the NSA remains a strong and open organization of colleagues and competitors, the Nordic way that may be so hard to grasp for foreigners. Dag Bakka jr

46 Shipgaz No 3 2009

By Bent Mikkelsen, bent@shipgaz.com

Report Maersk cutting costs

Photo: Bent Mikkelsen

The Emma Mærsk – pictured in the Port of Göteborg – will no longer have paper napkins in the mess.

Maersk to save USD 1,000,000,000 Maersk intends to save a billion US dollars this year. Cutting efforts span over negotiating the Suez Canal transit fees, slow steaming and – using paper rolls instead of paper napkins. The A P Møller-Mærsk Group is facing some tough realities in 2009 with a declining container market as well as a declining oil price. Also the group has lost a lot of value on their investment in Danske Bank. All these negative factors have led to the biggest cost-cutting programme ever seen in the world’s largest privately owned shipping company. The Chief Executive Officer Nils Smedegaard Andersen put it this way in the in-house magazine Mærsk Post: “We cannot go on doing business as we have done until now”. And he continues: “We need a cost-leadership mentality. Being cost competitive, benchmarked against our best competitors is prerequisite, not only to make it through the crisis, but to ensure that we emerge as a lean and cost efficient company ready to take market shares when growth returns.” Given these circumstances the

group management has launched a campaign to reduce costs by around USD one billion within the current year. Everyone has to look at his or her expenses and try to contribute to the aim of saving this very large amount. Søren Skou, CEO of Maersk Tankers, explains in an article in the Mærsk Post:

»We cannot go on doing business as we have done until now«

Chief Executive Officer Nils Smedegaard Andersen stresses the need of being cost competitive.

“All savings will at the end of the day be found on the profit and loss statement of a business unit and eventually the Group. Any contribution – big or small – that can contribute to make us more cost competitive will help our business weather the storm and emerge stronger.” Already some 4,500 people have been laid off since the launch of the

StreamLine project to make Maersk Line more profitable. At this moment, laying off more staff is not planned, but it could be one of the elements if the current crisis continues.

Amongst the largest elements in the process has been negotiating the Suez Canal transit fees with the Egyptian government. Instead of doing it individually in each business unit, it is done with one voice for Maersk Line, Maersk Tankers and Safmarine. Another large post on the savings account is the redirection of the Far East Express service, which uses the largest container vessels of the E-class, around the Cape of the Good Hope on the one leg from the Far East to Europe. The cost of fuel consumption for an extra eight days of steaming is lower than the fee for passing the Suez Canal, which is around USD 700,000. Fuel has fallen in price as well, but

No 3 2009 Shipgaz 47

Maersk cutting costs

In another corner of the huge business in the Group, the fleet has been reduced by around 10–12 container ships of the oldest and less efficient types. Especially a series of Americaflagged container vessels have been sent to a special recycling plant in China and thereby taken out of the market. Removing these vessels from the American operation means that A P Møller-Mærsk’s US affiliate has purchased eight modern container carriers from the London company and Copenhagen and put them under US flag under the US Maritime Administration. The US Marad pays

All expenses are in the game of cutting costs in the Maersk fleet, including better use of stores like paint.

an annual fee to these ships in order to have them ready if they are needed in a military operation as transport vessels. Apart from these larger measures, a number of smaller and rather personal things have been added to the cost-cutting programme. The annual summer-get-together for crews and their families has been cancelled. The same goes for the Christmas gettogether for crews and families. Also

the availability for each crew member to call Falck Health Care for psychological help has been cancelled.

In the department for smaller cost cutting is the decision to stop using paper napkins at the dinner table on board the ships, in the cantinas and in the offices – instead paper rolls are used. These small measures will save an annual cost of USD 70,000, all told, in the Group.

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a new policy of slow steaming has made quite a contribution to the cost cutting process. So far, around 110 of Maersk Line’s container carriers have sailed at a service speed of 21 knots instead of the normal – before the crisis – 25 knots. Cutting four knots on the speed saves around USD one million per year per ship and on top of that, it reduces the emission of CO2 by some ten per cent per ship as well. This could add up to a lot more, taking into consideration that Maersk Line operates some 470 container carriers.

Report

48 Shipgaz No 3 2009

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

Update Private Pilotage

Photo: Pär-Henrik sjöström

Scepticism towards private pilotage Finland has seen some real turbulence concerning its pilotage. The pilots themselves generally prefer monopoly to competition. It would be an understatement to declare that the majority of the Finnish pilots are not very happy with the private competition that appeared within pilotage in late summer 2007. Now the private company Baltic Pilot has ceased its pilotage to Finnish ports until the legislation is changed. Still it was maybe a little bit surprising that the Finnish pilots themselves reacted so strongly upon the appearance of the new competitor. An additional actor on the market would mean another potential employer. After all there has been dissatisfaction on the field with the rationalisations and centralisations carried out within the Finnish State Pilotage Enterprise Finnpilot, not to mention the latest demands for further cost savings due to the decreasing vessel traffic.

“In the long run it is a question of safety”, explains master mariner Kaj Wikberg, Vice President of the Finnish Pilots’ Association. “We simply think that pilotage is one of those services that should be taken care of by the society, like the police, frontier guard and customs. The primary goal is to ensure the vessel traffic and protect the marine environment.”

In his opinion the ideal solution would be a Government-owned Safety Department, including for example pilotage, VTS, coast guard and fairway maintenance. “Pilotage and VTS used to be in the same organisation before the latest reorganisations. It would perhaps be wise to take a step back in this matter.”

»It would perhaps be wise to take a step back in this matter« The final decision is soon to come whether there should be a government controlled monopoly, free competition or a combination of these.

The Finnish Pilots Association also thinks that the market for pilotage is too small for several actors. As the tariffs are set by the Ministry of Transports, they think that the only areas to compete within are personnel costs and equipment. “The result is that every actor chose the easiest way out and this is reducing the quality of the service. None of the actors on the market will have the resources to improve or develop the activities,” Kaj Wikberg fears. “There are certain routes with dense traffic that most likely will be profitable, but what about all the other routes to smaller ports, with

vessel traffic only now and then?” Further the association believes that a government-controlled monopoly has better resources to ride out an economic recession. He reminds that the investments in pilot boats, buildings and cars are huge and that a system covering the whole coastal line demands quite a large administration too.

“What is going to happen within two or three years if the old monopoly is adjusted to free competition? What if the private enterprise suddenly decide that they don’t want to be in the game anymore, or perhaps even goes bankrupt? It is not possible to restore all the knowledge in the organisation in a blink of an eye if the private company is not able or does not find it profitable to continue. There are simply too many questions lacking an answer.” Kaj Wikberg thinks that the efficiency of Finnish pilotage has improved enormously during the last decades. “In 1996 we had 29 pilots in the Turku area, now we are 18. Still the traffic tends to increase in some of the busiest ports.”

Shipping is cyclical by nature â&#x20AC;&#x201C; DNV is your partner at all times Itâ&#x20AC;&#x2122;s about partnership. There is a sunrise and a sunset every day, 365 days a year. This is a predictable fact of life no matter where you are or what the state of the global economy. But during these uncertain times we look for more predictability. Predictable operations are essential to protect your bottom line. Providing just this predictability for you is one of the things we are best at doing. As your partner we will support and assist you to meet your requirements.

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50 Shipgaz No 3 2009

By Madli Vitismann, madli@shipgaz.com

Report Bad Fuel Scandals

African Blend – made in Norway and Estonia The Sløvåg tank explosions and the Probo Koala toxic waste scandals are but two parts in an intercontinental scheme around high sulphur fuels, uncovered by Estonian and Norwegian media. In February, the Estonian weekly Ees ti Ekspress, with the help of Norwe gian NRK, drew the complete picture of a widely reaching scheme, centred around the preparation and distribu tion of high sulphur fuel, compliant only to the legislation of some African nations. The scheme connects the com plaints from Paldiski inhabitants about the bad air quality around the Alexela Terminal in Paldiski with the explosions at the Vest Tank Sløvåg terminal in 2007 and the Probo Koala dumping toxic waste in Côte d’Ivoire in 2006. Until recently, these events have been seen as separate matters.

At 10 o’clock on 24 May, 2007, three tanks exploded at the Vest Tank Terminal in the Norwegian locality of Sløvåg. Since that day, the Norwegian

Broadcasting Cor poration (NRK) has published over one hundred news items on the accident. Ex amining the mat ter in cooperation with Estonia’s largest weekly newspaper, Eesti Eks press, a scheme was uncovered that tied together the Estonian terminal owners, a tanker company in the Netherlands, the terminal explosion in Norway and several African states. The residents of Sløvåg had sensed a strong stench and after the explo sions many realised that stench was connected with the arrival of tankers at the Vest Tank terminal. The tanker Karen Knutsen was lying empty by the terminal on the day of the dis

»Coker gasoline contains 170 times more sulphur than the norm in developed countries.« African Blend became the popular name of the high sulphur fuel that Alexela – under the guidance of notorious Dutch company Trafigura – started blending already in 2004 in Paldiski.

aster, waiting for repairs. The vessel was moved away from the pier to prevent the fire spreading to it. Later crew members began displaying ill ness symptoms.

The Vest Tank terminal with its 14 large tanks is known to have been cleaning up tanker oil residue and waste. One tank had exploded, ig niting two more tanks, which then also exploded. The heavy blast and the local residents’ health disorders eventually resulted in an inquest as to what exactly the exploded tanks had contained. Later Eesti Ekspress discovered that the residents of Paldiski in Estonia had delivered their first complaint to the environmental inspector regard ing the stench pervading the town on May 31, 2005, when the Stavanger

Photo: Marit Hommedal / SCANPIX

The tanker Karen Knutsen in front of burning toxic waste tanks in Sløvåg, Norway, in 2007. The explosions resulted in a downfall spreading over a wide area and suspected of causing illnesses among the inhabitants.

No 3 2009 Shipgaz 51

Bad Fuel Scandals

Report

According to the information ob tained by Eesti Ekspress, in 2004 the Estonian owners of the Alexela Ter minal made room for the Dutch oil trading company Trafigura Beheer. That gave the terminal development rate a massive boost. Under Trafig ura’s guidance the terminal began specialising in blending and its most prominent product was called the Af rican Blend. In the autumn of 2006 Trafigura commenced cooperation with Vest Tank. The latter company’s owner, a Norwegian businessman, purchased many tanks manufactured 20 years earlier and installed pipe connections between them. They were officially permitted to take in only bilge water. Sløvåg started receiving tankers with coker gasoline, a petrol produc tion by-product, from Brownsville, Tex as. This substance contains 170 times more sulphur than is the norm in de veloped countries, but only 1.7 times more than is allowed in West Africa.

Photo: Raigo Pajula / Postimees

Eagle had been taking on fuel at the Alexela Terminal in Paldiski. The sub sequent complaints were also related to tanker loading dates. Approximately one hundred com plaints from the Paldiski residents led to the environmental inspector finding documentation in the Alexela Terminal about toxic petrochemi cal substances (benzene, methanol, paraxylene and isoprene), although Alexela’s current pollution permit only allowed the company to conduct trans actions with petrol and diesel fuels.

Preparations of low quality fuel to be shipped to West Africa has been conducted directly on board the Probo Koala. Toxic waste from the ship was dumped on open dumps in Côte D’Ivoire in 2006. In Sløvåg this cargo is pumped from the tanker into the Vest Tank tanks, where the fuel sulphur content is reduced by applying water and so dium hydroxide. Many harmful sub stances are thus deposited on the bot tom of the tank and the fuel with the reduced sulphur content is pumped back into the vessel. The tankers then proceed to Pald iski, where the processed coker gaso line is pumped through pipes to the Alexela Terminal tanks where addi tives are applied to raise the octane level. This is how car fuel suitable for the African market is made. Trafigura conducted this sulphur removal operation not only at the Vest Tank facility, but directly on board the tankers as well. Such vessels included the Probo Koala and a waste discharge Photo: Madli vitismann

The Alexela Terminal in Paldiski.

Vest Tank bought by Alexela Alexela Slovaag (formerly Vest Tank) is since August 2007 a property of Alexela Norway Holding, a subsidiary of Alexela Logistics AS, a holding company of oil logistics assets in Northern Europe, based in Estonia.

from it resulted in the poisoning scan dal in Côte d’Ivoire in 2006. The Vest Tank explosion was caused by an inept experiment. On that day the terminal employees were trying to render safe the tank deposits by add ing hydrochloric acid but their lack of skill caused the opposite effect. According to Eesti Ekspress, just prior to the accident Alexela had reached an agreement to purchase Vest Tank and the deal was con cluded despite the ensuing disaster. In 2006 Gibraltar became Estonia’s eighth biggest export partner. It was there that the fuel from the tank ers that arrived from Paldiski was pumped into vessels destined for Af rica. In 2007 the tankers began direct voyages between Paldiski and African destinations and it was Togo’s turn to become Estonia’s eighth biggest export partner.

Exports to Togo have by now dwindled back to their former level but sales of mineral fuels have in creased not only to the US and Fin land, but to Nigeria as well, with Angola emerging as a new and im portant country of destination. It is possible that Alexela is not the only Estonian company participating in this blending business. In February this year, due to pres sure from the general public, the Alexela Sløvåg company started dis patching its sulphur-rich waste to Denmark for purification. Alexela’s activities in Paldiski have not entailed residential health surveys, as was the case in Norway.

52 SHIPGAZ NO 3 2009

By Pierre Adolfsson, pierre@shipgaz.com

Update The world of piracy

PHOTO: US NAVY

The Danish flexible support ship HDMS Absalon (L 16), left, the guided-missile cruiser USS Vella Gulf (CG 72) and the guided-missile destroyer USS Mahan (DDG 72) transit the Gulf of Aden.

Altered attacking areas – big challenge for navies engaged

Somali pirates are now launching attacks on commercial vessels on a very vast area. Experts are worried about the developement. Within 24 hours two European chemical tankers were hijacked, 380 nautical miles off Kismayo and 490 nautical miles off Mogadishu, respectively. In January and February, only two attacks took place off the east coast of Somalia, in total. In March, the piracy attacks in the area soared – 15 incidents were reported, including the two chemical tankers.

“This is a worrying development, as there does not appear to be a decline in the attempted attacks off Somalia. The pirate gangs proved a while ago that they can operate hundreds of miles off the Somali coast, launching their attacks off mother ships which appear to be fishing trawlers or dhows. The recent attacks off the east coast in the past three months confirms the need for merchant vessels to remain alert as they sail in these waters”, says the IMB Di-

rector Pottengal Mukundan. Many of the attacks reported in March, took place hundreds of nautical miles from the Somali shore. In one instance, an attempt was made on a bulk carrier some 900 nautical miles from the coast. There has also been a cluster of attacks about 400 nautical miles southeast of Mogadishu. There is no doubt that this is a great challenge for the international community, as less than 3o warships are engaged to prevent acts of piracy. “To put the challenge into geographic perspective, the area involved off the coast of Somalia and Kenya as well as the Gulf of Aden equals more than 1.1 million square miles. That is

»The vast size of the region would require 61 ships just to control the internationally designated shipping lanes«

William E Gortney, U S Navy Vice Admiral.

roughly four times the size of the U S state of Texas, or the size of the Mediterranean and Red Seas combined”, a U S Navy spokesman told the American Forces Press Service. And according to U S Navy Vice Admiral William E Gortney “the vast size of the region would require 61 ships just to control the internationally designated shipping lanes”.

An important reason why the pirates choose to attack vessels to an increasing extent off the Somali east coast, is probably pure statistics. The number of successful hijacks in the Gulf of Aden has dropped significantly. And some attacks are doomed to fail. Some weeks ago seven pirates in a small skiff attacked a German warship engaged in the EU anti-piracy operation Atalanta. How it went? The pirates were easily arrested and brought to a nearby warship.

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54 Shipgaz No 3 2009

By Bent Mikkelsen, bent@shipgaz.com

Report 125 years in business

Photo: Rederiet J. Lauritzen

J. Lauritzens first vessel was the steamer Uganda, which unfortunately sank after only six months after the purchase. This painting decorates a wall in the J. Lauritzen Board of Directors’ room.

An old actor in shipping

Rederiet J. Lauritzen has been active for 125 years. Today the company is stronger and bigger than ever. Rederiet J. Lauritzen turns a sharp corner on April 15, 2009. On that date the company can celebrate 125 years since it was founded in Esbjerg. The person responsible behind it all was the 24-year old Ditlev Lauritz Lauritzen, who started his own business under the name of J. Lauritzen’s Timber yard.

The reason for using the name J. Lauritzen was very simple. He was not old enough to start his own business so he had to use his father as the responsible person. His father, named Jørgen Lauritzen, was himself a timber merchant in the family home town of Ribe.

125 years with Lauritzen

The sale of timber and later on also coal progressed very well and the next step was to control the transport chain of materials. So in the summer of 1888, Ditlev Lauriten purchased his very first ship, a small steamer built in South Shields, England, named the Uganda. The 450 dwt steamer started to sail sawn timber from Norway and returned with coal from England to Danish ports. It was on such a voyage

»My great wish is to sell 30 of my oldest ships and build 30 new ships instead, as one should never walk around in old shoes« Ditlev Lauritzen In his very last interview in September 1935. He died in December 1935.

1884: On April 15, the company was founded by Ditlev Lauritz Lauritzen under the name of J. Lauritzen’s Timber yard.

1888: On August 11, the first vessel was purchased, the steamship Uganda. 450 DWT. On December 24 it sank in the North Sea.

that the ship sank in the North Sea on December 24, 1888, after only six months in the hands of J. Lauritzen.

The next vessel in the fleet was a newbuilding from the Copenhagen based shipbuilder Burmeister & Wain, which in 1891 delivered the 600-dwt steamer Nordsøen. There was some trouble financing this newbuilding. The powerful chairman in DFDS, C F Tietgen, did not like the idea of having a competitor at Esbjerg, where DFDS had already started a service to England. So C F Tietgen obstructed the loan arrangement already made with Privatbanken in Copenhagen,

1932: The two sons of Ditlev Lauritzen Ivar and Knud Lauritzen joined the company. Three years later their father died.

1952: On May 23, the Aalborg Værft delivers the expedition vessel Kista Dan special built for sailing in Greenland and later on the Antarctic.

No 3 2009 Shipgaz 55

125 years in business

Report Photo: Rederiet J. Lauritzen

The Kista Dan, the first expedition vessel in the Lauritzen fleet, pictured off the coast of East Greenland. where Tietgen was the chairman. This particular incident led to a long lasting wish for revenge on Tietgen and his company DFDS. The wish reached an all time high in 1964, when the sons of Ditlev Lauritzen, Ivar and Knud Lauritzen, took over the majority of the shares in DFDS. Their foundation JL-Fondet is still the major owner of the DFDS Group, and the foundation is also the owner of J. Lauritzen.

Ditlev Lauritzen had success as a shipowner and managed to build up a large fleet of steamers, mainly hauling sawn timber from the Baltic area to Spain and the French Medi-

1964: On July 4, the Silja Dan is sold to Finland as the last steamship in the fleet. The West Coast Lineservices are terminated due to the Unctad-codes.

terranean. Especially in the 1910s the fleet grew with mainly newbuildings. Things became rather interesting in the period of World War I, when the prices of tonnage reached the skies. Ditlev Lauritzen took advantage of the market and sold the whole 27-strong fleet of now 7–12 year old steamers to two Danish shipping companies, leaving J. Lauritzen with no ships in 1918 and with a huge capital in the bank. Ditlev Lauritzen, who in the same year had moved the company from Esbjerg to Copenhagen, was tempted to leave the business and live on the money, but decided to start all over again ordering new ships. Within

1976: In December two reefers are ordered from a Japanese shipyard as the first ever contracted outside Denmark. Two years earlier Ivar Lauritzen died.

J. Lauritzen Today, JL’s business activities encompass: Lauritzen Bulkers (dry bulk cargoes), Lauritzen Kosan (liquefied gases), Lauritzen Tankers (oil products and chemicals).

a few years the fleet was back to the size as before the war. At the end of 1924, there were 28 new ships in the fleet.

Ditlev Lauritzen was a strong believer in replacing old tonnage with new. In his very last interview in September 1935 he said: “My great wish is to sell 30 of my oldest ships and build 30 new ships instead, as one should never walk around in old shoes.” He died on December 24, 1935, at the age of 76. Two of his sons, Ivar (born 1900) and Knud (born 1904) joined the company in 1932, took over and continued his line of

1989: J. Lauritzen purchased Kosan Tankers becoming Lauritzen Kosan Tankers as an independent company within JL. The year after, the world largest reefer vessel, Ditlev Lauritzen, was delivered.

2007: J. Lauritzen sells the

remaining 50 per cent of the reefer-operation to the Japanese shipping company NYK and terminates the reefer business.

56 Shipgaz No 3 2009

Report 125 years in business Photo: bent mikkelsen

Modern bulk trading. Here is the Durban Bulker in Montevideo loading logs, bound for Northern Europe. expanding with modern tonnage. In May 1932, the steamer Grete left the Helsingør Shipyard after being rebuilt to a refrigerated fruit steamer, bound for Fort de France on Martinique to take a cargo of bananas for Bordeaux in France. It was the start of what was the company’s main business until 2007.

In the beginning, the old steamer had a steam driven cooling plant installed, but as from 1934 the company started building diesel driven dedicated reefer ships. The African Reefer, built in 1935, became the first one with the ‘surname’ Reefer. It was followed by eight new Reefers in the years up to 1940. In 1937 J. Lauritzen bought the shipyard in Aalborg and renamed it Aalborg Værft. It was a strong wish from Ditlev Lauritzen, who in 1920 was involved in Køge Værft, to have his own shipyard. Køge Værft ended as a disaster, but the two sons’ involvement in Aalborg Værft turned out to be an interesting asset for J. Lauritzen. The first vessel was the 4,500-dwt steamship Lotta, delivered in 1938 and the first to have better accommodation, especially for the rating. Apart from the boys, everyone on board had

isabella kosan J. Lauritzen A/S won the award for “Ship of the Year” at the Lloyd’s List London Awards 2008. The award was received for the Isabella Kosan, the first of a series of twelve 8,000 cbm ethylene carriers.

a single cabin and it was also the first with accommodation for the rating in the midship house instead of under the forecastle. Better accommodation was only one of several measures taken by J. Lauritzen in order to provide better living standards for the their crews. From 1937, a special library package was sent to each ship containing both literature and educational books. All told, 1,700 books circulated between the 24 ships in the fleet. After World War II, more welfare arrangements were made in the fleet. A dental service was added, where seven dentists circulated on the ships and in 1954 the dentists served 897 seafarers on 33 ships.

From the end of the 1940s hobby rooms were standard on all ships, providing the opportunity to do woodwork or even work in a darkroom. Later on, company paid bicycles became part of the ships’ equipment for the use of the crew during stays in port. World War II was hard on the J. Lauritzen fleet. It was divided into a fleet in neutral ports (USA, England and South America) and the home fleet. The Copenhagen office lost control of 40 of the 48 ships in the fleet. The fleet in neutral ports was controlled

by the New York office, but was laid up until 1941. At the end of the war, the fleet had shrunk to only nine ships of 21,750 dwt.

These facts gave the company a third fresh start and new ships were ordered for the liner service from New York via Cuba and Panama to the west coast of South America, called the West Coast Line. But in order to establish the service, three diesel driven standard C-1-A ships were quickly purchased from the American replacement programme. Especially Aalborg Værft had a busy time after the war, delivering ships to J. Lauritzen. For a number of years it was often one ship to the West Coast Line, followed by a ship to the Finland service and followed by a reefer or a polar vessel. From 1940, J. Lauritzen had a regular liner service from Finland carrying wood pulp and sawn timber to customers in England (Bristol), France and Spain. The liner service from Finland was terminated in 1967.

J. Lauritzen hit the headlines in 1952, when Aalborg Værft delivered the first expedition vessel, a purposebuilt cargo vessel for trading in Greenland and other icy waters. The vessel was fitted with extra engine power, a

No 3 2009 Shipgaz 57

125 years in business

Report Photo: bent mikkelsen

»The red-hulled vessel was visible from a Catalina airplane from a distance of 20 nautical miles«. crow’s nest for navigation in ice and so called ice-knives to protect the propeller and the rudder. The ship was named the Kista Dan and left for East Greenland on its maiden voyage. At the end of 1952, the Kista Dan left for the Antarctic continent with an Australian expedition on board. The Antarctic sailings continued with the delivery of the Magga Dan in 1956, the Thala Dan in 1957 and the Nella Dan in 1961.

All the vessels were extremely

In 2009, the company is bigger and stronger than ever. The present fleet consists of 79 dry bulk carriers and 12 product tankers (both owned and chartered) in the J. Lauritzen’s own distinctive red hull colour, which was ‘invented’ in the summer of 1955, when the expedition vessel Kista Dan was tested in the icy waters of East Greenland. The red-hulled vessel was visible

In 1991 J. Lauritzen made the record of the world largest reefer vessel with Knud Lauritzen capable of carrying up to 765.000 cubic feet. Photo: bent mikkelsen

strongly built expedition vessels, but not invincible in the conditions in the Antarctic, which determined the destiny of the very last, the Nella Dan, in December 1987, when it was blown ashore in a violent storm. There was no hope of repair, so the Nella Dan was scuttled off the Macquirie Island on December 24, 1987, ending the era of sailing with polar vessels. The two Lauritzen brothers ran the company until they passed away in 1974 (Ivar) and 1978 (Knud), when a hired management took over and had to face the 1980s poverty in shipping. They tried to divert the business to offshore, heavyweight transport, cruising and tanker, but unfortunately all segments turned out unprofitable. Also the shipyards – J. Lauritzen came int control of the shipyards at Helsingør and Frederikshavn via the DFDS ownership – had to be closed down, which took a lot of money. However, J. Lauritzen managed to stay in business while other shipping houses fell in these years.

Today J. Lauritzen’s main business is the bulk division. Here is the Sofie Bulker, pictured at Odense. from a Catalina airplane from a distance of 20 nautical miles, while a Norwegian seal catcher, close to the Kista Dan, with a hull painted in grey was visible only from a distance of four nautical miles. Furthermore, the wholly owned subsidiary Lauritzen Kosan has a fleet of 37 LPG carriers sailing. Both companies are well prepared for the future with a large number of ships on order, both for their own account, but also ordered by partners in the business.

20 years since buying Kosan In 1989, J. Lauritzen purchased Kosan Tankers, becoming Lauritzen Kosan Tankers as an independent company within J. Lauritzen.

All told, J. Lauritzen has 50 dry bulk carriers on order in various sizes, and Lauritzen Tankers have 12 tankers on order and a further 3 from partners. Amongst the 12 units are two state-of-the-art shuttle tankers for offshore work in Brazilian waters. Finally, Lauritzen Kosan is in the middle of a fleet renewal with 8 (plus 3) LPG/ethylene carriers on order for delivery in the, also distinctive, yellow hull colour.

“Oden pulls 10, Mercur pulls 25, Oden pushes 10”. Escorting a tanker is a question of massive strength with precision. The crew on board the tug Oden showed their skill on a foggy winter night in Göteborg.

Night on a tug

Text & Photo: Klara Magnusson

Pushing and waiting, always prepared for accidents. Large part of the work on board the tug Svitzer Oden is about escorting tankers in or out of the port of Göteborg. Crew members need to be flexible – plans can change quickly because of delays or bad weather. t is a cold winter evening in Göteborg. The bluepainted tug Svitzer Oden is moored at Nya Varvet, opposite the oil harbour in the entrance to Göteborg. Along the quays nearby lie other tugs from the Svitzer fleet and the company office is only a few minutes walk away. The Oden crew are back at work after six hours off. The master, Christer Andersson, has spent the hours sleeping while Anders Andersson, chief engineer, has been in town looking for a gift for his wife. The third crew member, the able seaman Claes Håkansson, lives nearby and has had time to go home. Two commissions are planned for tonight. The Oden will first escort an outbound tanker, then meet another vessel as it reaches the Vinga lighthouse and escort it to the Skarvik Harbour, a part of the oil harbour, where oil products and chemicals are handled. The Oden often gets escort towage commissions. The tug is equipped with two Voith-Schneider propellers and is one of the most manoeuvrable tugs in the Svitzer fleet. Many commissions take place at night since the tankers are often loaded or unloaded during daytime. Some escort towings, though, have to be done in daylight because of regulations, weather conditions or the size of the ship. When the 311,000-ton dwt tanker Front Commander visited the port of Göteborg, it was the largest ship in the port for more than 20 years. The commission had been planned months in advance and four tugs were needed at departure. Tonight, though, no ships of that size are planned to arrive or depart. If nothing unexpected happens it seems it will be an ordinary day at work for the crew of the Oden.

20.45 Time for departure. Claes Håkansson lets the hawsers go and gives a sign to the bridge that he is ready to go. The Svitzer Oden crosses the river to the Tor Harbour, where about 50 per cent of the crude oil that comes to Swedish ports is handled. The Finnish tanker Palva, 75,000 dwt, is moored at one of the outer berths for crude oil. Crew members in orange clothes appear on deck when the master of the Oden, Christer Andersson, manoeuvres the tug

Berthed at Nya Varvet, in the entrance to Göteborg. Even though it says Lysekil in the stern of the Svitzer Oden, the tug usually has the waters around Göteborg as its working area.

Ready to depart. Able seaman Claes Håkansson lets the hawsers go.

»The numbers mean a percentage of our bollard pull and the direction is given in clock terms, using the vessel as the starting point«

to connect the tow line. Another tug – the smaller Svitzer Mercur – assists at the tanker’s starboard bow. According to the Port of Göteborg’s regulations, vessels larger than 5,000 dwt must have assistance from at least one tug when arriving at or departing from this quay. Christer Andersson listens to the pilot on the radio and manoeuvres the tug on his orders. “Oden pulls 10, Mercur pulls 25, Oden pushes 10”. “The numbers mean a percentage of our bollard pull and the direction is given in clock terms, using the vessel as the starting point”, Christer Andersson explains. “Before this system was introduced there were sometimes misunderstandings – the pilot ordered starboard and could mean either his starboard side or the tug’s”.

21.10 Since the Oden alone will escort the outbound ship, the Mercur is disconnected as soon as the tanker has left the quay. The escort towage is done in order to reduce the risk of accidents. The Oden is steaming at the same speed as the Palva, ready to assist in case of an incident. A scenario where the tug has to take over is called a sharp escort and can happen if the escorted vessel for example loses its manoeuvring capability. Until now, none of the tug’s three crew members have assisted at a sharp escort, but they practise regularly. “The optimal position at a sharp escort is to be slanting astern of the ship with a towing line of 80 metres, holding the tug at an angle of 37 degrees compared to the ship. From that position we can increase our bollard pull to almost the double”, Anders Andersson says, showing with his hands how a fin of 40 square metres under the Oden’s keel makes the tug act as an extra rudder to the escorted vessel. During most of the escort towage, Anders Andersson sits next to the master on the bridge, managing the winch from a panel and checking operating values of the engine on a screen nearby. 21.30 When Claes Håkansson turns off the deck lights the world becomes pitch black. The lights ashore spread out and paint the horizon all yellow. The Vinga lighthouse flashes white in front of the Oden, but there is still a good distance to go until the towing line can be disconnected. The Svitzer Ran, escorting an inbound tanker, passes on the Oden’s port side. On the VHF working channel the pilot on the tanker discusses shopping in Copenhagen with the Ran’s Danish captain. They know each other by first names; obviously they have worked together many times before. Some vessels calling at the Port of Göteborg come here often, sometimes several times a week.

The Svitzer Oden Built in Singapore in 2005, equipped with two Voith-Schneider propellers and one of the most manouevrable tugs in the Svitzer fleet. The Oden has a bollard pull of 71 and a BHP of 7,100.

22.30 Flashes from the Trubaduren lighthouse are seen on the starboard side of the Oden and white seagulls fly ahead of the tug. On the bridge it is warm and quiet. Music at a low volume is heard in the background and now and then an alarm calls from the engine panel. Much of the working time is just waiting. Waiting for orders from the office, waiting for a ship to arrive, waiting for the weather to improve … On a normal day the Svitzer Oden has three or four escort commissions. In bad weather there is significantly more to do.

â&#x20AC;&#x2C6;Large vessels often need assistance from more than one tug when arriving to or departing from a quay. â&#x20AC;&#x2C6;The towing line is rigid, but to avoid sudden jerks at a sharp situation it can be adjusted from a bridge panel.

Where is the ship? Christer Andersson and Claes H책kansson check the radar screen, searching for the tanker that is next to be escorted.

“Southerly wind is the worst. Many vessels need assistance to come to or from quay, when the wind presses abeam”, Christer Andersson says. When there is too much to do in Göteborg, tugs from Uddevalla or Stenungsund can be ordered to assist. Sometimes even tugs from Denmark come here. “At most there are seven tugs in Göteborg, which is needed since big cargo ships sometimes demand the assistance of three or four tugs.”

23.10 At the Vinga lighthouse the tanker is disconnected and leaves. The Oden continues southwards to its next commission – a tanker to be escorted into the Skarvik Harbour. Banks of fog are gathering around the tug. Anders Andersson leaves for the kitchen to prepare soup; he usually does the cooking on board the Oden.

The fog has grown thicker and it is now uncertain if the escort will take place. Perhaps the pilot will choose to let the vessel anchor and take it to quay the following morning. “We will see what happens, but we continue as planned until we get new orders”, the Oden’s captain decides.

23.50 The pilot has boarded the East Siberian Sea and asks over the radio what the weather is like in the harbour. A pilot on an outgoing vessel answers; the visibility in the oil harbour is good so far. A few minutes later the same pilot returns on the radio. “The visibility is quickly getting worse, I’m in the fairway now and I can only see two red lights ahead”, he says. On board the Oden, the crew cannot see anything at all. The world outside is nothing but milky fog.

23.40 The vessel they are waiting for is the tanker East Siberian Sea of 47,000 dwt. Christer Andersson can see it on the radar but not visually. According to the orders from the office, the tow line is to be connected at midnight at boarding point one. But the tanker seems to be further away than it should be, if the time schedule is to hold. Christer Andersson counts hours on his fingers. “We have to be back at quay at 3 am, otherwise we break the resting time law. The regulation says that our crew must have ten hours rest per day and night, of which six hours must be in a row”, he explains.

00.05 Where is the tanker? According to the radar it should be in the vicinity, but it can still not be seen. The crew of the Oden can do nothing but wait. 00.07 A faint light suddenly turns up from inside the fog and shortly after an enormous blue hull towers aloft, 150 metres ahead of the Oden. The pilot calls for the tug on the VHF. It is not yet decided whether the escort towing will take place tonight or if it is better to wait until the air clears. The pilot will double check the regulations for poor visibility in the Port

Dinner while waiting. Anders Andersson does most of the cooking on board the Svitzer Oden.

Anders Andersson Has worked on more than 15 of the vessels in the Svitzer fleet. He changed from cargo ships to tugs in 1981. ”When you have wife and kids, working for two weeks and being off for two is much better than being away from home four months in a row”, he says.

»The best part is the summer nights when it doesn’t get dark and when the Göteborg archipelago is fabulously beautiful« When the tanker is connected Claes Håkansson enters the wheelhouse again, taking off his life vest and helmet and making a note in the logbook. He rubs his hands; the weather is harsh and wet. “These foggy winter nights are the worst part of this job”, Christer Andersson says. “And the best part is the summer nights when it doesn’t get dark and when the Göteborg archipelago is fabulously beautiful”.

01.30 The fog lifts on the way into the harbour. The Oden lies 70 metres astern of the East Siberian Sea and nothing dramatic happens. In fact, nothing happens at all. “But you have to be prepared and alert all the time. If the ship for example loses its steering capability it will happen very quickly, and then we are in a hurry”, Christer Andersson explains. In the container harbour on the port side of the Oden there is full activity, despite the fact that it is in the middle of the night. Trucks rush back and forth between the ships and the cranes look like large illuminated Christmas trees.

With two metres left to quay, the tanker seems to lie totally still. A few more pushes and then the pilot is satisfied.

of Göteborg and then come back. The master of the Oden has an apple while waiting. If the commission is delayed the tug will return to quay, so the crew can get some sleep.

02.15 When the equipage approaches the port, two other tugs come alongside and attach their towing lines to the tanker. The Oden still hangs at the stern. “Ran lifts 10, Lars pushes 10, Ran lifts another 25. Oden stops, Ran stops, Lars pushes 10”. The pilot on board the East Siberian Sea gives orders and the tug masters repeat them over the radio. The tow line on the Oden’s fore deck straightens and slackens, when Anders Andersson shifts bollard pull on the winch panel. It is two metres to quay and the tanker seems to lie totally still. A few more pushes and then the pilot is satisfied. The Oden can disconnect and return home. There will be no more commissions tonight. 03.00 The Oden berths at its own quay at Nya Varvet.

00.10 Twelve metres of depth is the limit for vessels arriving at the Port of Göteborg in foggy weather. The East Siberian Sea has a depth of 11.85 metres. “Ok, let’s go”, the pilot decides on traffic channel 8. Channel 8, 10 or 69 are often used for communication between pilots and tugs. Able seaman Claes Håkansson puts on his life vest and an orange helmet and walks out on deck to prepare to connect the towing line. Christer Andersson looks deeply concentrated on the bridge. He manoeuvres the tug near the ship’s stern – his right hand pushing two lever back and forth, his left resting on the wheel. He parries the waves; the sea is choppy out here. “It takes years to become a good tug master”, Anders Andersson says, nodding in his colleague’s direction. “The man over there has been doing this for a long time and he is good. But you can’t put a captain of a cruise vessel here and expect him to manage.”

Christer Andersson calls the office to report that the Oden has finished the commission, and to ask what happens next. A few minutes later he returns to the others in the mess. “We got the hose”, he declares. “But one of the other tugs will take the towing commission at six o’clock tomorrow morning; I refused.” The expression “getting the hose” means that the tug is on fire watch for the Port of Göteborg. The crew members must stay on board and be prepared to assist in case of fire somewhere in the harbour. The task alternates between three tug crews. A few minutes later the Oden’s mess is empty. It has been a long day and the three crew members are tired. The tug had its first commission of this shift at half past six yesterday morning – more than 18 hours ago. Now the crew want to sleep. What the commissions of tomorrow will be like, they do not yet know.

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Hans Langh Cleaning Services has the special equipment and over 35 years of experience to clean cargo holds and decks extremely swiftly. Sometimes our customers cannot believe their eyes when they see how clean the cargo decks have become in, for example, Ro-Ro vessels. Often the earlier plans for painting have been cancelled, because the skilfully cleaned, undamaged paint surface is as good as new. Meeting the cleaning challenges is easy, because our cleaning equipment placed in containers can be lifted to the deck or cargo hold. Water jetting (up to 3000 bar) also gives us the possibility to remove paint surface of decks and deck structures. Water jetting and repainting can be done, for example, during voyage. Learn of our skill demonstrations on our website and enter a competition. You might win a 52” Sony TV or a Breitling Colt watch.

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70 Shipgaz no 3 2009

By Pierre Adolfsson, pierre@shipgaz.com

Report Exxon Valdez

Photo: aP / scanPix

The amount of spilled oil was roughly equivalent to 125 olympic-sized swimming pools.

20 years since Exxon Valdez

On 24 March 1989, one of the largest oil spills in U S history took place when the oil tanker Exxon Valdez ran aground. The accident had unprecedented consequences for the tanker industry. First and foremost, the Exxon Valdez grounding was an ecological disaster, never seen before in the unspoiled countryside of Alaska. An estimated 250,000 seabirds died and thousands of other animals as well, and the Prince William Sound has still not fully recovered. The consequences for the tanker industry itself would be immense. The heavily loaded oil tanker Exxon Valdez struck the Bligh Reef and over 40,000 cubic meters of crude oil was spilled into the water. The massive cleanup effort mobilized more than 10,000 people. The cleanup took several years and cost over USD 2 billion.

The cause of the accident was investigated by the National Transportation Safety Board, which identified the following factors as contributing to the grounding of the vessel: The third mate failed to properly

manoeuvre the vessel, possibly due to fatigue and excessive workload. The master failed to provide navigation watch, possibly due to impairment under the influence of alcohol. Exxon Shipping Company failed to supervise the master and provide a rested and sufficient crew for the Exxon Valdez. The United States Coast Guard failed to provide an effective vessel traffic system. The Safety Board also pointed out the lack of effective pilot and escort services. In response to the spill, the United States Congress passed the Oil Pollution Act (OPA) of 1990, to prevent further oil spills from occurring in the United States. Among other things the OPA of 1990 set new requirements for ves-

»The cleanup took several years and cost over USd 2 billion« The US Supreme Court has reduced the Exxon Valdez ﬁne – Exxon now has to pay USD 500 million in punitive damages instead. The ﬁrst court decision, made by the federal court in Alaska, required Exxon to pay USD 5 billion. Exxon appealed.

sel construction, crew licensing and manning, the use of escort vessels, enhancing federal response capability, broadening enforcement authority, increasing penalties, increasing potential liabilities, and significantly broadening financial responsibility requirements.

The OPA of 1990 changed the conditions for the U S tanker industry dramatically. Shipping companies trading to North America were also affected by new, tougher regulations. For example, the risk exposure increased for parties engaged in oil transports, due to the far-reaching liability scheme at oil spill accidents. And consequently, costs for an oil transport to and from the U S rose. It is estimated that if the Exxon Valdez had a double-hull structure, the amount of the spill would have been reduced by more than half, ac-

No 3 2009 Shipgaz 71

Exxon Valdez

Report Photo: exxon valdez oil spill trustee council

»Ironically, Exxon Mobile Corp, the world’s largest oil company, remains the biggest Western user of the singlehull construction« cording to the Exxon Valdez Oil Spill Trustee Council. OPA set a schedule for the gradual phase in of a double hull design and required that all new oil tankers built for use between US ports to be equipped with a full double hull.

The OPA 1990 cleared the way for increased demands of double-hull constructions globally, even if the legislation only targeted transports to and from the U S. Later accidents involving the Erika off France in 1999, and the Prestige off the Spanish coast 2002, increased the pressure on regulations within the European Union. On a global level, IMO states that single-hulled tankers must be phased out by 2010, and if an

exemption is granted, no later than 2015. According to a Bloomberg News survey, 79 percent of the World’s supertanker fleet now consist of double-hull vessels. Ironically, Exxon Mobile Corp, the world’s largest oil company, remains the biggest Western user of the single-hull construction. Last year the company saved an estimated USD 18 million by using single-hull vessels, as it costs about

wildlife It is estimated that 250,000 seabirds, 2,800 sea otters, 300 harbour seals, 250 bald eagles and up to 22 killer whales died.

Ship Cleaning Services

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20 per cent more to contract doublehull vessels. “I am very surprised they are still using these tankers because they are still suffering brand damage from the Exxon Valdez. There are people who still don’t buy gas at Exxon, and that was 20 years ago”, says Tracey Rembert, a senior corporate governance analyst at the Service Employees International Union in Washington, to Bloomberg News.

I wish to be contacted for the selected service: ❏ Emptying and cleaning of tanks ❏ Bilge cleaning ❏ Cleaning of HFO contamination ❏ Cleaning of engine rooms ❏ Cleaning of cargo decks and holds ❏ Preventing further damage after fire or grounding ❏ Waterjetting up to 3000 bar ❏ Other, what If I win, I will choose: ❏ Sony 52” HDTV ❏ Breitling Colt watch

tion • and HFO contamina cks and cargo holds de , engine room • ms d roo de e oo ﬂ gin or en , bilges, gine room ﬁre en er aft ge ma • CLEANING of tanks da r TING furthe to 3000 bar • PREVEN Name • WATERJETTING up Title Answer and win a 52” Sony HDTV

or a Breitling Colt watch!

Company

Some of the services for ship-owners and shipyards provided by Hans Langh Cleaning Services are presented on the right. Select the service you are interested in and ask for a contact or an offer. You may also only enter the contest. The price will be raffled amongst all respondents in the end of 2009. The winner will be notified via telephone.

Tel. e-mail Copy this page and fax it to number +358 2 472 6553 or leave your answer on our website in www.hanslangh.fi/ competition or send your request for more information and choice of price by email to cleaning@langh.fi.

72 Shipgaz No 3 2009

By Madli Vitismann, madli@shipgaz.com

Update Port of Tallinn

Photo: Madli vitismann

Tallinn builds for containers

Muuga Harbour in the Port of Tallinn has seen its turnover slashed by one third. Now the harbour hopes that containers will compensate for the loss of Russian transit. During the boom years Muuga Harbour loaded and unloaded over 30 million tons but this rate has been reduced to just over 20 million tons. However, all cargo groups still remain. According to Muuga’s deputy harbour master Henn Noor, the average size of visiting ships keeps growing and heavy fuel oil is being loaded onto VLCCs. The Navirail ro-ro line to Helsinki has served to increase the number of ship calls – the Ahtela is setting out twice a day on working days. Each of the six container shipping lines is bringing in at least one vessel per week.

Port of Tallinn is now putting its hopes in the new container terminal and the establishment of the industrial park that is planned to be completed by the beginning of the next growth phase. The port company is building the new terminal next to its existing one and has already entered into partnership agreements with four ports in China, in hopes of finding a strategic investor for the terminal. But this could result in the existing container terminal, Muuga CT,

becoming permanently confined to its current territory. This year Muuga CT has been processing containers at the 2006 level i.e. more than 1,000 TEU per month less than last year, and a small further decrease is predicted. Development director Aleksandr Artjomov at Muuga CT says that the terminal could process twice as many containers but that no more are available at present. There is very little Estonian export, which is why the containers arriving here with cargo return empty. The company’s business plan sees the terminal’s throughput capacity potentially reaching 750,000 TEU by 2015 and actual container turnover of as much as 500,000 TEU.

»Why would a big, rich company want to enter our tiny market? Feeder lines offer better future prospects. « Muuga Harbour is is the main cargo harbour for Port of Tallinn, located about 17 kilometres east of Tallinn in the Muuga Bay.

However, the views on the future differ. Aleksandr Artjomov asks: “Why would a big, rich company want to enter our tiny market? Why

should an ocean vessel bypass Antwerpen, Rotterdam and Bremerhaven to travel a further three or four days all the way to Muuga and then return with empty containers? Feeder lines offer better future prospects.” This opinion is countered by the Port of Tallinn’s chief communications officer, Sven Ratassepp: “If a future operator decides to enter our market, they won’t be sending containers on feeder ships. They’ll come here directly and save time and money by not making stops at ports in Western Europe. We’d prefer a partner who has connections with large shipping lines so that we have higher container turnover.”

The 18-hectare container terminal is to be built on what is now still sea – the site will be filled with over a million cubic metres of sand, which two Rhoede Nielsen ships are extracting and delivering to the site from the bottom of the sea close to the island of Naissaar. Unfortunately, the sand has concealed some nasty surprises – small explosives dating back to the First World War.

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74 Shipgaz No 3 2009

Fleet Review Photo: Pär-henrik sjöström

Photo: Bent Mikkelsen

Selling the Stevns Iceflower meant a good profit for Nordane Shipping.

Nordane sells Canadian-built tug to Canada

“We got a very good price for the ice strengthened tug so we took up the offer”, explains Niels Højlund Hansen, head of Nordane Shipping. The Stevns Iceflower was attractive for the Canadian owner as it could be reflagged to Canada without paying import dues as it was built in Canada. It paid off an extra premium. Niels Højlund Hansen refused to tell how much, but the smile on his face reveals a nice price. The name Stevns Iceflower will be transferred to an upgraded sister ship, which presently is under construction at the Irving Shipbuilding Co, where the first Stevns Iceflower also was built. Under the colour of Nordane Shipping the tug has been engaged on the spot market for one year and another two years under Svitzer’s colours on timecharter as the Svitzer Njord. The third sister Stevns Icecap is presently sailing as the Svitzer Nanna under a bareboat charter to Svitzer. These 30 metres ASD-tugs are powered by a double Caterpillar-plant developing 3,750 kW to a bollard pull of 50 tons. The Nordane fleet of tugs also consist of two larger Canadian-built tugs, the Stevns Ocean and Stevns Arctic. Bent Mikkelsen

The Europalink is joining her sisters on the Helsinki–Travemünde trade.

Finnlines’ ro-paxes changing trades new employment The Grimaldi-owned Finnlines Group is known for making fast changes in the employment of its fleet when the market situation demands so. Operating a fleet of some 30 own and time chartered vessels, it is possible for Finnlines to continuously adjust the capacity to gain optimum performance on the different routes corresponding to the current market situation. Last autumn the financial crisis spread quickly round the world. Due to the sharp decline in the Finnish foreign trade, Finnlines’ cargo volumes dropped dramatically towards the end of the year. The Group has put some of its vessels for sale and se veral time chartered vessels were redelivered to their owners during last year.

On its ro-pax services Finnlines continue to redeploy tonnage. The large ro-pax ferry Europalink was after the Easter Holidays transferred from the subsidiary Nordö Link’s traffic to Finnlines’ service between Helsinki and Travemünde. The Europalink is one of five ro-pax vessels of the Finnstar-class, originally designed for the Helsinki–Travemünde service. With the introduction of Europalink on April 14 all five sisters are employed on the same route, offering nine sailings a week in each direction. In addition to the Europalink, the series consists of the Finnstar, Finnmaid, Finnlady and Nordlink. Built in Italy in 2006 and 2007, these vessels have a service speed of 25 knots. Their

Photo: Pär-Henrik sjöström

SOLD The Danish shipping company Nordane Shipping of Svendborg has made another good deal, selling one of its originally three Canadian-built tugs. After selling the Stevns Queen to the Finnish company Alfons Håkans, the second tug in this series was sold in early March 2009. The buyer was the Canadian aluminium producer Rio Tito Alcon Inc, which took over the tug in Halifax and renamed it Fjord Saguenay.

The Finneagle. capacity is 500 passengers and 4,200 lane metres of cargo on four decks. On the Nordö Link-service between Malmö and Travemünde the Europalink has been replaced by the somewhat smaller ropax Finneagle, built in Spain in 1999 and with 2,500 lane metres capacity. The traffic frequency of Nordö Link continues unchanged with three departures a day from both ports. In addition to the Finneagle, the Finntrader and Finnpartner, with capacity for 3,000 lane metres each, are employed on this trade. The Finneagle was moved to the Southern Baltic from the Åland Sea, where she has been trading for Finnlines’ ferry service FinnLink between Naantali and Kapellskär since her delivery. There will be no replacement for her and FinnLink continues with three sailings a day in each direction with Finneagle’s larger sister vessels Finnfellow and Finnclipper with 2,900 lane metres each and the smaller Finnsailor with capacity for some 1,700 lane metres of vehicles. Pär-Henrik Sjöström

No 3 2009 Shipgaz 75

Fleet Review Photo: Joachim Sjöström

Photo: Bent Mikkelsen

Rederi AB Nordship has sold the Nordtimber, Nordcarrier and Nordtrader.

End of the Nordship fleet The Mercosul Manaus in the very Maersky colours but without the “Maersk” in the name.

Brazilian Maerskvessels delivered Newbuilding The container ship Mercosul Manaus looks a little bit odd as her colours are the normal ones of Mærsk Line, but her name Mercosul Manaus and the liner operator’s name Mercosul Line on her hull suggest a special purpose for the vessel. The Mercosul Line was part of the P&O Nedlloyd take-over in 2006 and was set up in the early 1980’s by the Dutch Nedlloyd in Brazil. Foreign flagged vessels are not allowed to carry containers or other kinds of cargo between Brazilian ports. Therefore Nedlloyd established Mercosul Line as a cabotage company to take care of the distribution of Nedlloyds containers within Brazil ranging from Manaus 1,500 nautical miles up the Amazon River to all the coastal ports.

At the time of the Maersk Line take-over of P&O Nedlloyd two older former Nedlloyd ship were trading for Mercosul Line under Brazilian flag and with Brazilian crew. Last year they were sold for recycling in China and will now be replaced by the Mercosul Manaus and a sister ship named Mercosul Santos. They are built by Volkswerft Stral-

sund G.m.b.H as newbuilding no. 474 (Santos) and 475 (Manaus). The two ships are part of series of ten identical units ordered by the A. P. Møller-Mærsk Group. So far five ships has been allocated to Safmarine in Cape Town, while three units have been delivered for The Maersk Co. Ltd, London. Originally the two Brazilian units were also destined for the London-affiliate, but will be transferred to Brazil during the summer. The Mercosul Manaus is presently employed on the ScanMed service running from Århus via Göteborg to the Mediterranean. She is flying the Liberian flag and manned by a mixed crew with a Dutch captain. The ships are of the Volkswerft Stralsund standard type VW 2500 and have capacity for 2,500 TEUs. They are 195.4 metres long overall and have a breadth of 29.8 m. The tonnage is 25.888 GT and 35.239 dwt. The main engine is a MAN-diesel type 7L70MC, developing 22.000 kW, providing a service speed of 22.6 knots. Bent Mikkelsen

First of four from Turkey to Väderötank Delivery Väderötank in Grebbestad on the Swedish west coast, has taken delivery of the first vessel of four 2,150 dwt product tankers from Selay Shipyard In Tuzla, Turkey. The vessel was delivered on March 11 and was given the name Cipreia and directly

entered charter with Shell just like number two will do once it is delivered, which is expected to in a few weeks’ time. The first vessel should, according to the original plans, have been delivered already last summer. Fredrik Davidsson

SOLD Rederi AB Nordship, which today is owned by Österströms, has sold the dry-cargo vessels Nordtimber, Nordcarrier and Nordtrader. This means that it no longer owns any ships. ”Right now, we have no ships and are not active as a shipping company”, confirms Håkan Forsgren, MD of Rederi AB Nordship. He adds that the company will continue to exist but that it is up to the owners to decide what they want to use it for. Rederi AB Nordship still has an office in Gävle and intends to close it down. Österström’s operative activities will then be concentrated to Stockholm, says Forsgren.

Nordship started its activities in 1976, initiated by the shipbroker Stefan Trybom in Gävle. Different owners ordered a series of eight 1,300 dwt cargo vessels from Japan to handle shipments of the Swedish steel industry. They were operated by the Nordship cooperative pool. The cooperation within the pool was unique in Sweden when it started. According to the first agreement the owners had a common economy, sharing equally both costs and incomes as the vessels were identical. Later modifications of some of the vessels led to changes in the original agreement. The vessels were owned by part owners, in Swedish called ‘partrederier’. Many of the owners were themselves sailing on the ships and they were operated with small crews to be competitive. The part ownerships were later transformed into limited companies. Also some vessels of other types were later included in Nordship. None of the original Japanese-built vessels were among the last three recently sold units. Nordship was acquired by Österströms in 2007. Pär-Henrik Sjöström

76 Shipgaz No 3 2009

Fleet Review Photo: Madli vitismann

Photo: Joachim Sjöström

The OOCL St Petersburg will be one of the vessels on the loop between St Petersburg and the Port of Göteborg.

OOCL starts new feeder service to the Port of Göteborg New service In April, Orient Overseas

Container Lines (OOCL) will open a new route to the Port of Göteborg for exports to Asia, North America and Australia. The vessels on the route will be loaded with export goods from Russia, Poland and Sweden. Transshipment takes place in Hamburg. The loop will be St Petersburg, Gdansk, Göteborg, Hamburg, Gdansk, St Petersburg. The vessels will visit the Port of Göteborg each week. The vessels used in the new loop will be OOCL St Petersburg and OOCL Finland, which have a capacity of 1,008 TEUs each, as well as OOCL Nevskiy, which can carry 868 TEUs. In March OOCL began feeder traffic on the route Hamburg, Göteborg, Klaipeda, St Petersburg, Rauma, Gävle and back to Hamburg, operated by the 868 TEU vessels OOCL Neva and the OOCL Narva. Pierre Adolfsson

La Prudencia dwarfed all other vessels when she arrived at the Muuga Harbour.

Longest tanker in Muuga harbour Rarity The 37,048 dwt tanker Baltic Freedom looked like a dwarf next to the 298,900 dwt VLCC La Prudencia in Muuga harbour on March 20. Although the 343.71 metres long and 56.4 metres wide La Prudencia is the longest tanker ever to visit Muuga, the port has been visited by VLCCs before. The very first was the 330 metres long Front Page in 2003. Last year two Iranian tankers, the Darab and the Damavand, were in turn both 333.5 metres long.

La Prudencia is today owned by Tsakos Shipping & Trading. She was completed at the Odense Steel Shipyard on January 2, 1993 for A P Møller-Mærsk as the worlds’s first double-hulled super tanker. The vessel was named Eleo Mærsk after A P Møller’s sister Mary Christine Eleonora Mærsk-Møller. In 2003 Tsakos purchased it along with her sister vessel. Under the Greek flag the tankers’ new port of registry became Piraeus. La Prudencia has a maximum draught

of 21.5 metres, which does not allow her to take a full load of cargo into her 17 cargo tanks while in the Baltic Sea. In Muuga she received 180,000 tons of heavy fuel oil and her tanks will be filled up from another ship off Skagen. Captain Christos Bouses explained that the tanker will have a Danish pilot on board during the 24 hours voyage between Gedser and Skagen. A pilot was also on board in the Danish straits during the Eastbound voyage. When the vessel arrived at Muuga, her 26-member crew completed the five weeks long voyage from the Persian Gulf, rounding the Cape of Good Hope. While at open sea the La Prudencia sails without a pilot but her crew members remain on watch in the engine room in “narrow waters like the Baltic Sea”. On the oceans the slow speed 32,000 HP Mitsubishi main engine is operated automatically and provides a service speed of 15 knots. Madli Vitismann

No 3 2009 Shipgaz 77

Fleet Review Newbuilding contracts in the Nordic market Month

Owner

Nat

DWT

Type

Shipyard

Delivery

Value

Jan

FosenNamsos Sjø

120 cars

ferry

Fiskerstrand BLRT

12.10

NOK 200 m

Remarks

Mar

Simon Møkster

97 m

errv

Ast Gondan

4.11

fitting out, ex Flekkefjord-191

Secondhand transactions in the Nordic market Month Name Jan

DWT

Built

Type

From

Price

Buyer

2007

bulk

DS Norden, Copenhagen

USD 35.25 m

Japanese

Nord Hercules

82,656

Nord Venus

76,880

2006

bulk

DS Norden, Copenhagen

USD 30.2 m

undiscl

Nord Empathy

55,803

2006

bulk

DS Norden, Copenhagen

USD 29.5 m

undiscl

Nord Enterprise

53,489

2006

bulk

DS Norden, Copenhagen

USD 28,25 m

European

Nord Endeavour

53,483

2006

bulk

DS Norden, Copenhagen

USD 27.5 m

Greeks

Seasprite

147,188

USD 56.7 m

Stena Seatrader

17,991*

1999

tanker

Thenamaris, Greece

1973

ropax

Stena Roro, Göteborg

Remarks/New name

Nordic American, Sandefjord Ventouris, Greece

Semakao

97,000

1988

tanker

FPSOcean, Oslo

USD 6.5 m

undisclosed

Acergy Piper

40,282*

1975

pipelay

Acergy Norway, Stavanger

USD 78 m

Saipem, Italy

Sallie Knutsen

153,616

1999

sh tanker

Knutsen OAS, Haugesund

USD 70 m

Trond Mohn, Bergen

bb back

Karen Knutsen

153,616

1999

sh tanker

Knutsen OAS, Haugesund

USD 70 m

Trond Mohn, Bergen

bb back bb back

Windsor Knutsen 162,000

2007

sh tanker

Knutsen OAS, Haugesund

USD 90 m

Trond Mohn, Bergen

Rem Odin

2008

ahts

Rem Offshore, Fosnavåg

NOK 400 m

Varun, India

2,800

Stevns Iceflower

NCC Arar

381* 23,016

2006

tug

Nordane Sh, Svendborg

Canada

1982

tanker

Odfjell SE, Bergen

Star Tankers, Haugesund

USD 26.5 m

NCC Asir

23,016

1982

tanker

Odfjell SE, Bergen

en bloc

Star Tankers, Haugesund

NCC Baha

24,728

1985

tanker

Odfjell SE, Bergen

en bloc

Star Tankers, Haugesund

Clipper Lady

40,372

1979

LPG

Solvang, Stavanger

USD 255/ldt

breaking

Takayama

10,599

1983

car carrier

Wilh Wilhelmsen, Oslo

USD 1.895 m

breaking Bangladesh

Ocean Spirit

2,559

1983

psv

Sartor Shipping, Bergen

Nor Supply Offshore, Bodø

Solstrand resale

4,000

2009

psv

Solstrand liquidators

Havship DA, Fosnavåg

Eidsvaag Orion

Nordic Pearl

NOK 220 m

1,260

1993

dry cargo

Eidsvaag AS, Krs sund

Geir Mørk, Tromsø

10,890

1976

bulk

Stoneship, Fredrikstad

Syria

USD 1.2 m

Mirabelle

4,452

1985

bulk

Falkeid KS, Stavanger

Lebanon

as is damaged

Crete Cement

4,556

2002

cement

K G Jebsen, Bergen

Lebanon

as is damaged

Feb

Gan-Gesture

16,979

2008

tanker

Gansword Shipping, Malta

Rederi AB Älvtank, Donsö

Norgas Pioneer

8,922

1979

LPG

I M Skaugen, Oslo

breaking

Colombia Star

10,371

1998

reefer

Nissen Kaiun, Tokyo

USD 38 m

Star Reefers, London

Cote d’Ivoirien Star 10,350

1998

reefer

Nissen Kaiun, Tokyo

en bloc

Star Reefers, London

USD 2.4 m

Karma

4,106

1975

bulk

Arnesen Shipbrokers, Farsund

Sigas Mariner

1,639c

1985

LPG

Camillo Eitzen & Co, Oslo

Timber Stone

7,800

1989

bulk

Stoneship, Fredrikstad

USD 2.8 m

3,550

USD 600,000 Syria

Mango

Poseidon

Atlantic ID

135* 26,400

Guinea

1981

bulk

Wilson, Bergen

tug

Colombia

Svendborg Bugser, Sv.borg

1986

bulk

Invest Danmark, Cph

Syria

Maersk Terrier

1,850

1983

ahts

A P Møller Maersk, Cph

Omega Offshore, Singapore

Kleven resale

2,800

2009

ahts

Rem Offshore, Fosnavåg

undisclosed

March

Havrim

Sigas Marquis

NOK 400 m

37,348c

1980

LPG

BW Gas, Oslo

1,637c

1985

LPG

Camillo Eitzen & Co, Oslo

Nordtimber

2,400

1972

dry cargo

Nordship, Gävle

Nordcarrier

1,600

1977

dry cargo

Nordship, Gävle

USD 1.2 m

breaking

undisclosed

1994

USD 5.3 m

Ramira

breaking

Turkey Greeks undisclosed

Nordtrader

1,582

1977

dry cargo

Nordship, Gävle

undisclosed

Höegh Berlin

57,280*

2005

pctc

Höegh Autoliners, Oslo

Marenave Schiffahrt, Hamburg

Höegh Trinity

45,365*

1981

pctc

Höegh Autoliners, Oslo

breaking

Star Dover

43,082

1978

open-hatch Grieg Shipping, Bergen

breaking

Spar Two

36,227

1982

bulk

Spar Shipping, Bergen

USD 95 m

USD 3.25 m

undisclosed

Spar Eight

35,971

1982

bulk

Spar Shipping, Bergen

USD 3.25 m

China

Spar Ruby

28,259

1985

bulk

Spar Shipping, Bergen

USD 5.3 m

undisclosed

Rhodos Cement

4,074

1972

cement

K G Jebsen, Bergen

* = gross tons

c = capacity in cubic metres

undisclosed All details believed to be correct but not guaranteed

78 SHIPGAZ NO 3 2009

By Rolf P Nilsson rolf@shipgaz.com

Update IMO

PHOTO: EU NAVFOR OPERATION ATALANTA

The EU anti-piracy operation Atalanta watching, controlling and arresting suspicious fishermen off Somalia.

Many issues on the IMO agenda Recruitment and piracy are just a few of the topics that concern the IMO these days. Another big issue is the greenhouse gas emissions. By the end of the year, Copenhagen will host the UN Framework Convention on Climate Change and by then the shipping industry must be able to present a sustainable solution to cut CO2 emissions. If global shipping fails to come up with an answer, then the most likely consequence will be regional frameworks. There are two major issues that still have to be agreed upon, one is the market-based measure. Should maritime transport be subject to a bunker levy or incorporated in an emissions trading scheme? Opinions vary between national delegations and between NGOs.

Another item that has sparked concern is the EEDI, the Energy Efficiency Design Index, for newbuildings. This is a way to benchmark the fuel efficiency of a ship design, and the development of the index has brought fears in some camps that it might not be accurate for some ship types. The International Chamber of Shipping is one of the organisations that

has pointed out that the index is based on the installed power in a vessel, and not the power actually used. This means that for instance a ro-pax vessel with a high degree of redundancy could be measured against its CO2 emissions for four engines, when it normally operates with two.

»Should maritime transport be subject to a bunker levy or incorporated in an emissions trading scheme?«

IMO recently also held a meeting Last year, IMO celebrated its 60th anniversary. Today, the organisation has 168 member states and 68 Non-Governmental Organisations with consultative status.

with the organisations forming the Round Table of International Shipping Associations on recruitment issues. The meeting agreed that the shortage of qualified seafarers was the biggest issue for shipping and that there are several issues to tackle, including berths on ships for cadets, to encourage member states to quickly ratify the Maritime Labour Convention, to highlight the continued and unjustified criminalization of sea-

farers and to denounce the denial of shore-leave for seafarers. The meeting also highlighted three objectives in connection with the “Go to Sea!” campaign; Public perception of the shipping industry must be improved, young people must be made aware of the potential in a career at sea and quality of life at sea must be improved and more closely in line with that available ashore.

The IMO is highly active in the piracy issue and its legal committee is now considering how to solve one of the big problems in the wake of modern piracy; how to prosecute pirates. The legal committee has also been able to forward a draft protocol to the Hazardous and Noxious Substances convention to a diplomatic conference next year. There are still issues to solve, not least the definition of HNS products. This convention will regulate compensation following an accident and it will be administered by the International Oil Pollution Compensation Fund.

Norwegian editor for Shipgaz Shipgaz is looking for a full time Norwegian editor, who will keep a close watch on the Norwegian shipping industry. The job includes producing fast daily news for our newsletters and web as well as rich features for the magazine. A wide but at the same time initiated knowledge of the Norwegian shipping industry is essential. We seek a qualified writer and interviewer with skills in photography, with the capacity to find news and meet deadlines – daily, weekly and monthly. The position requires well honed social skills and the ability to work in a team as well as alone.

For more information about the position Please contact Editor in Chief Rolf Nilsson, rolf@shipgaz.com. Send your application and CV by e-mail to Anna Lundberg, Assistant Editor in Chief, anna.lundberg@shipgaz.com

Price EUR 7 No 2 – March 13, 2009 www.shipgaz.com

www.shipgaz.com

Shipgaz visits the Orasund alongside:

Fixing up a Dane The front page picture is sponsored by Berg Propulsion AB

Shipgaz is a modern shipping magazine with a history that dates back to 1905. The magazine is published 8 times a year in 8000 copies per issue. Our readers are shipping professionals in Scandinavia and Finland, mainly onboard personnel and shore based personnel in shipping companies. The goal of Shipgaz is to be the preferred shipping media for this target group.

Custom-made for The adventures the Western Channel of seaman Pålle Brittany Ferries introduces the ro-pax Armorique, their largest ever purpose built vessel for the Plymouth–Roscoff service. PAGE 36

The story of Nils-Arne Pålsson begins on the steamer Moldavia in 1950 and winds through rat wars and cholera to his electronic inventions for the maritime industry. PAGE 58

Set on ﬁnding the right stuﬀ In the brown leather chairs of Maritime Psychologist Bengt Schager’s office, the sheep are divided from the goats. PAGE 44

80 Shipgaz No 3 2009

Technical review Photo: tts

Photo: koNGsBerG

New pan and tilt unit subsea Kongsberg Maritime has launched a new pan and tilt unit and several under water camera lamps. The new OE10-102 is an electric multi-purpose pan and tilt unit offering torque, positioning performance and durability for tough subsea tasks. It is a compact and robust design with high shock and vibration tolerance and other environmental and electrical protection features. The OE10-102 has digital or analogue control and is suitable for use with a wide variety of underwater cameras, lamps and other instrumentation on the full spectrum of vehicles.

Features include, among other things: variable speed with harmonic gearing, durable and compact design, high shock and vibration tolerance, GUI for P&T speed and travel limits, accurate positioning and repeatability, 12 to 24 VDC or 110VAC, 4,500 metres depth rating. Kongsberg Maritime also presents several new under water camera lamps, floodlights and flashguns that utilise a range of halogen, HID and LED technologies. the oe11-145 general purpose lamp that provides up to 500W illumination. It is a robust and compact design for general ROV and diver held use for video purposes. The OE11-145 is a compact and powerful underwater LED inspection lamp that utilises the latest high brightness LEDs outputting 800 Lux from 50W power with a wide 68° beam, in water. The OE11-150F Dye Detection LED lamp is a compact blue LED version for dye/leakage detection. The recently introduced OE11-141 and OE11-143 HID lamps have up to five times the light output compared to conventional filament lamps while only using the same amount of power.

For more inFormation:

Christina Fjellstad, Tel: +47 3303 24 11 Christina.fjellstad@kongsberg.com www.kongsberg.com

New winch with active heave compensation equipment TTS is introducing Active Heave Compensation (AHC) on their anchor handling winches. The product is developed by TTS Offshore Handling Equipment. By combining technology from each product, TTS has developed a winch they are identifying as the next generation for AHTS vessels. The solution is as simple as it is advanced and it can fit on any TTS standard anchor-handling/towing winch.

the system does not require any special vessel design and can be fitted on any AHT or AHTS vessel. It can also be retrofitted. Vessels equipped with the new system can operate in new working areas such as subsea deployment, installation of large suction anchors and other operations that require AHC technology. The winch can also operate regular anchor-handling and tow-

ing operations with improved safety thanks to improved operational data in the winch system. Trenching work will also be greatly improved with the TTS winch. “we see this as a product that will improve the work carried out by the vessels, especially now, as vessel rates are falling and there is a need for increased efficiency”, says Sverre Mowinckel-Nilsen, Sales Manager in TTS Offshore Handling Equipment. “We will also be able to offer utilization of the weather window due to the AHC installation.”

For more inFormation:

Sverre Mowinckel-Nilsen, Tel: +47 95 22 27 59 smn@tts-ohe.no www.tts-marine.com

No 3 2009 Shipgaz 81

The editor of the Technical Review section is Robert Hermansson, contact him at info@shipgaz.com

Technical review

It was aboard the Calypso that JacquesYves Cousteau did his research and produced his TV films that helped to spread environmental awareness and knowledge over the whole world. In 1996, Calypso sank as the result of an accident in the port of Singapore. She was lifted but practically a wreck. When Jacques-Yves Cousteau died the year after, their long relationship was at an end. However, the non-profit Cousteau Society now decided to restore the Calypso and fund raising started. After a long spell in Marseilles and La Rochelle the Calypso was towed in 2008 to Concarneau shipyard in Bretagne where she was laid up and the restoration commenced. The Cousteau Society aims to make the restoration and the finished ship as green as possible. For example, the sewage system will be closed and the engines the most environmental friendly available. “The Volvo Penta D16-650 fulfils every demand from the customer, especially when it

Photo: Cousteau Society

environment The legendary ocean researcher and diver Jacques-Yves Cousteau’s research ship Calypso is currently being restored in France. The whole renovation project is being carried out as green as possible with an important part being the engines chosen: the new Volvo Penta marine diesels are way below current emissions regulations and also very fuel efficient to minimize CO2 emissions. The Calypso was built of wood on the American West Coast in 1942 and originally served as a minesweeper in the British Navy. After the war, she served briefly as a ferry in the Mediterranean and in 1950 captain Cousteau got the chance to lease her for a symbolic sum.

Jacques-Yves Cousteau. comes to low emissions. The D16 have NOx levels that are uniquely low”, explains JeanPhilippe Totot at the Volvo Penta centre Le Pocher, which will deliver the engines along with installation support and training for the onboard crew. The two Volvo Penta D16s used for propulsion are not only very low on emissions, but also fuel efficient. The Calypso is expected to reach a top speed of 15 knots, and with a preferred cruising speed of 10 knots fuel consumption will be radically reduced compared with the old engines – which equal the reductions in CO2 emissions. The delivery from Volvo Penta also consists of two marine generating sets for the ship’s electrical power requirements: one D5A at 90 kWe and one D7A at 130 kWe. The restoration is scheduled to take approximately a year at a total cost of EUR 6–7 million. If all things work as planned, the Calypso should be ready for her new duties in late 2009 or 2010.

Photo: evac oy

Photo: Cousteau Society

A quiet toilet

Calypso going green with Volvo Penta

equipment One of the main complaints from passengers on board cruise ships and ferries relates to the noise from the flushing of vacuum toilets, which can cause considerable disturbance especially at night. Helsinki based Evac Oy has come up with a solution to the problem with the recently launched Evac 910 vacuum toilet. A new quick relief valve that cuts discharge noise by app. 4dB(A) and peak noise by around 8dB(A) has been incorporated in the Evac 910.

The Evac 910 has also been designed to make maintenance and repairs easier. An integrated mini check valve makes servicing easier and reduces the spare parts requirement compared to earlier generation Evac 900 vacuum toilets. A new by-pass valve also facilitates servicing work and allows a complete toilet flush to be carried out manually from the shaft area. The 910 have been designed so that all servicing can be carried out from the shaft area. The complete backplate can be removed either through the service space or the cabin simply by removing two screws. The 910 also have a vacuum guard unit that ensures there is a sufficient vacuum in the pipes. To avoid blockings in the pipes when vacuum is to low an integrated flush memory unit waits until there is enough vacuum before flushing. Like the Evac 900, the Evac 910 has a bowl made from porcelain and the same Prestige seat and cover with a 280kg rated load capacity and high resistance to damage.

For more information:

Robert Ferm, AB Volvo Penta, phone: +46 (0) 31 3231410, E-mail: robert.ferm@volvo.com

Markus Peltola, Tel: +358 20 763 0260 mpeltola@evac.zodiac.com, www.evac.com

82 Shipgaz No 3 2009

Technical review Photo: MAN B&W

Ship lay-up solutions information In the end of March GAC launched GAC Ship Lay-up Solutions, a new tailor-made service package to help owners/operators to avoid non-profitable journeys and reduce wear and tear, fuel consumption and insurance premiums during periods of low demand.

Under the umbrella of its Shipping Services and Solutions, GAC is offering owners/operators and ship management companies fully-customizable, cost-effective solutions for laying-up vessels around the world. GAC Ship Lay-up Solutions (GLUS) offers its customers a choice of lay-up locations around the world as well as a wide range of maintenance services for their vessel’s lay-up period. GLUS provides a tailored package to meet the requirements of every client and their specific vessel in their area of trade. “In these challenging times it is more important than ever to provide cost-effective solutions”, says Christer Sjödoff, Group Vice President, GAC Solutions and continues: “In addition to providing ship agency, supplies services and logistics, the GLUS range of secure, safe and cost effective services include: lay-up preparation and documentation, safety and security advice, maintenance and inspection of machinery and equipment, as well as regular monitoring of vessel moorings and safe berth”.

For more information:

Kristal Loh, Tel: +65 6327 9612 Kristal.loh@gacworld.com www.gacworld.com

MUSD

ABB has won orders worth USD 30 million for electric propulsion, power generation and power distribution systems that maximize the fuel efficiency of offshore supply vessels to be built in China. ABB will provide an integrated electric propulsion solution for each of the vessels.

Dual-fuel engine ready for the market propulsion MAN Diesel’s type 51/60DF four-stroke medium speed dual-fuel gas engine has passed the final landmark and is ready for commercial applications. The first production versions of the 51/60DF have recently completed their factory acceptance tests (FAT) at MAN Diesel’s Augsburg works.

The first 51/60DF engines for marine application will power the world’s largest LNG carrier with electric propulsion based on dial-fuel engines. The vessel will have an LNG capacity of 174,000 cubic metres and the propulsion and on board electrical power system follows MAN Diesel’s diesel-electric concept with a high degree of fuel flexibility redundancy and maintainability. The flexibility is based on five equally rated inline 51/60DF eight cylinder engines type 8L51/60DF each producing 8,000 kW at 514 rpm. When this installation is compared to configurations consisting of vee and inline engines, this all inline concept maximises load sharing potential and follows any engine to be serviced at any time without affecting the sailing schedule. The 51/60DF engine is based on the 48/60B heavy fuel engine and offers a 1,000 kW/cyl-

inder output when using both gaseous and liquid fuel. For marine use, the inline version comes with 6,7,8 and 9 cylinders and the vee-type with 12, 14, 16 and 18 cylinders. The new engine can switch between gaseous and liquid fuels at any engine load. In the gaseous fuel mode, the engine use natural boil-off gas (NBOG) evaporating from the LNG cargo and ignited by a distillate fuel micro-pilot. The micro-pilot amounts to less than1 per cent of the energy required and is injected via a common rail system which allows flexible setting of injection timing, duration and pressure for each cylinder. In the back-up liquid mode, the engine operates as a normal diesel engine injecting either marine diesel oil or heavy fuel oil through a separate, normally dimensioned injector in a camshaft actuated pump-linenozzle system. At 1.5 g/kWh (IMO cycle E2) in gaseous fuel mode the 51/60DF engine complies with the IMO Tier III limits for emissions of NOx by considerable margins.

For more information:

Jonathan Walker, Tel: +49 (0) 821-322 41 79 Jonathan.Walker@man.eu. www.manb&w.com

No 3 2009 Shipgaz 83

Technical review Photo: hatteland

Photo: parker

New stand alone marine computer

New tube connector approval Lloyd’s Register has granted Type Approval to the high-pressure Phastite tube connection system developed by the instrumentation products division of Parker Hannfin. The certification covers 316 stainless steel versions of Phastite connectors for use on tubing with outside diameters up to 25 mm. The Phastite connector has introduced a simple compression assembly concept for high pressure connections up to 1,379 bar that will reduce installation costs.

To make a joint, all that is needed is to slide the fitting onto the tube end and then push the collar along the fitting body until it reaches the end. The assembly operation is performed by a simple handheld hydraulic tool and only takes a few seconds. “Phastite introduces some highly desirable performance attributes for higher pressure marine and offshore applications, compared to the commonly used technologies of welded or cone-and-thread connections”, says Lim Breeze and continues:

“Advantages include much faster assembly without any need for hot work permits and a very high tolerance of vibration. Loyds register Type Approval is a very important influence for off-shore designers and we anticipate that it will open the doors to many new applications for Phastite.” Phastite’s sealing mechanism is based on a series of defined internal ridges that create a secure seal by radial compression without weakening the tubing surface. The ridges effectively grip in a way that retains all of the tubing’s strength. These profiles also make the fitting particularly suitable for vibration prone environ-ments. The sealing system has also been designed using a pressure safety factor rating of at least 4:1.

computer Hatteland Display’s computer HT C01 has received a Red Dot Award and an honourable mention distinction in the Red Dot Awards: Product Design 2009. The awarded HT C01 stand alone computer will be available this summer. The HT C01 is based on the latest computer technology and due to efficient production methods and design for mass production, it is low in cost compared to similar marine computers now on the market. It is a computer specially designed for the marine environment and has passed the vibration tests for Type Approvals at DNV and the components are stable and secure. To avoid problems with overheating, the designers have ensured an exceptional ventilation flow that allows for 24/7 operation between -15 to + 55°C. As it often is a very tight working space on a vessel, the HT C01 offers easy access and maintenance. The easy replaceable components are reachable just by unscrewing three finger screws to remove the cover.

For more information:

Parker Instrumentation Products Division, Tel +44 (0) 1271 313 131 ipd@parker.com, www.parker.com

Eva Svendsen Strand, Tel: +47 5276 3763 Eva.svendsen.strand@hatteland.com www.hatteland-display.com

CA Clase Marinelektronik – A secure partner In the year 1912, CA Clase started to deliver products, services and competence within the areas navigation, communication and hydroacoustics. We represent some of the most important suppliers and their line of products enables us to deliver single high quality products to a completely integrated system. Our competence within construction and project managing, together with our own engineers, makes us a safe and cost effective partner in the commercial shipping market. www.caclase.se CA Clase Marinelektronik 031-64 72 00 marin@caclase.se

84 Shipgaz No 3 2009

Retro Lady Elizabeth and Great Britain

By Robert Hermansson robert@shipgaz.com

Photo cortesy of F I Museum and Natioanl Trust, Falkland Islands

The Lady Elisabetn in full sails during her palmy days.

Masterpieces on distant shores By chance I saw a photo in an American travel magazine of a three-masted iron bark rusting away in a very remote place. Why on earth did she end up there, I asked myself, and what happened to her? The vessel has a very interesting history and a lot of similarities with the far more famous ship SS Great Britain. The name of the ship is the Lady Elizabeth and she is caught in Whale Bone Cove near Stanley on the Falkland Islands. She was built in 1879 by Robert Thompson & Sons of Sunderland and had a sailing career of 34 years and was used as a coal hulk for a further 23 years, from 1913 to 1936.

In 1879 only 27 iron, steel or composite square-riggers were built worldwide. There is surprisingly much left of the hull, considering what she has been through during the last 129 years. The 68-metre long and almost eleven-metre broad riveted iron hull is still intact as far as can be seen from

the shore. The three lower iron masts and her main lower yard have stood up to the ravages of time and the fury of the elements since Nikolai II still had a few years left as the Russian Tsar and the First World War had not yet broken out. Robert Thompson and his sons knew how to build long-lasting ships.

»The three lower iron masts and her main lower yard have stood up to the ravages of time« The Lady Elisabeth was launched in June 1879 and measured 67,9 metres in length, 10,7 metres in breadth and 6,5 metres in depth.

The first owner of the Lady Elizabeth was a shipping merchant named John Wilson, from Western Australia. He bought the Lady Elizabeth as a replacement for an earlier Lady Eliza-

beth that was wrecked at Rottnest Island, near Perth, in 1878. Wilson sold all his sailing ships during the first years of the 1880s and by 1885 the Lady Elizabeth was under the ownership of a G C Karran, who lived in Castletown on the Isle of Man. The threemasted barque was Karran’s first ship and he kept her until 1906. The next owner was L Lydersen of Tvedestrand in Norway.

In 1913, while on passage from a few ports on the West Coast of North America bound for Lourenco Marques in Angola, the Lady Elizabeth was damaged in a storm off Cape Horn. She managed to reach the Falkland Islands for repairs after a rather adventurous voyage and when the crew

No 3 2009 Shipgaz 85

Lady Elizabeth and Great Britain

The once so elegant Lady Elisabeth as she looks today, rusting away in Whalebone Cove of the Falkland Islands.

Photo cortesy of F I Museum and Natioanl Trust, Falkland Islands

»Isambard Kingdom Brunel, who created the magnificent vessel, was indeed one of the most successful engineers of the Victorian era«

Retro

thought they were safe and sound, the Lady Elizabeth grounded on Uranie Rock off Volunteer Point. Two days later she was towed into Port Stanley by the tug Sampson. Even though she was still afloat and would remain so for many years to come, she was deemed not seaworthy and had to stay permanently where she was. She remained at anchor, serving as a coal hulk, until 1936, when she parted a cable in a severe gale and was grounded, where she now lies with a slight port side list. After the grounding, the ownership was transferred to the Crown Receiver of Wrecks.

The SS Great Britain was launched in Bristol in 1843 and was for many years a very successful ship. New technology and ship design never seen before were brought together in the almost 100-metre long iron ship. She was the biggest ship ever built in those days. She was also the fastest ship at that time and on her maiden voyage – over the Atlantic from the old world to the new world – she broke all previous speed records. In addition to the sails she was equipped with a steam engine developing 1,000 horsepower. And even more remarkable – she had a screw propeller. Isambard Kingdom Brunel, who created the magnificent vessel,

In the 1930s, the Great Britain was put aground in the shallow waters of the Sparrow Cove. There she would lie until 1970.

Photo: South American Pictures

What will become of the sturdy hull in the future? Probably nothing at all. Voices arguing for preservation and restoration are heard from time to time. The ship is, assuredly, very representative of the sailing ships of her era but still not interesting enough to motivate such a large investment. As we will see, the Great Britain is a very different story although several similarities appear, when the ships are compared with each other.

86 Shipgaz No 3 2009

Retro Lady Elizabeth and Great Britain Photo: South American Pictures

The Great Britain restored to former beauty as a museum ship in the dock in Bristol where she once was built.

was indeed one of the most successful engineers of the Victorian era. He built several remarkable ships, bridges and tunnels. The Great Britain did rather well for 43 years, from 1843 to 1886. She transported troops and horses to the battlefields in Russia during the Crimean War in 1855. She was able to carry 1,650 troops and 30 horses. The soldiers travelled rather comfortably but the horses did not. Horses suffer from seasickness and as they are unable to vomit, they often get so ill that they die. To ease the suffering, the soldiers used to sponge the horses’ nostrils with vinegar. I do not know if that also helps people who are seasick. Maybe it is worth trying.

The Great Britain was rebuilt several times and transformed from a passenger ship to a pure cargo carrier. Even though the Great Britain was the fastest ship of its time, the last voyage took 84 years and 137 days. She left Cardiff carrying coal for Panama and all went well until she reached

»She transported troops and horses to the battlefields in Russia during the Crimean War in 1855.« latitude 27°25’ south, longitude 43°27’ west on March 25, 1886. She met heavy weather and a small fire broke out on board. The fire caused some damage but was rapidly under control. For another 19 days all went according to plan but on April 16, when they were very close off Cape Horn, a strong southwesterly gale sprang up and increased during the night and the following morning it had reached hurricane force. Seas were breaking over the vessel and the crew asked the master, whose name was Strap, to put back to the Falklands. He refused, but after a few more days with even worse weather and when the cargo of coal had shifted to such an extent that the Great Britain had got a strong list to port and both the fore and main

topgallant masts were lost, Captain Strap accepted the crew’s demand and turned back towards the Falklands on May 13.

Narrow waters can be far more hazardous than hurricanes and breaking seas. When the Great Britain arrived off Cape Pembroke, running to the leeward of Williams Island, she touched ground but managed to come off on her own. But she grounded again two days later while at anchor. When the hull was surveyed it was estimated that the repairs would cost GBP 5,500. It did not seem to be a good idea to pay that much and the once so magnificent ship – the forefather of all modern ships – was converted to a hulk, officially on July 19, 1887. She was sold to the Falklands Islands Company and served mainly as a floating wool storehouse until 1936. By then the weather deck, renewed in 1882, was very leaky and the days as a hulk were gone. Plans were made to tow her to deeper water and sink

No 3 2009 Shipgaz 87

Lady Elizabeth and Great Britain

»There were cracks in the hull but she was found to be in surprisingly good structural condition« her by gunfire, but the Royal Navy refused. As it was too expensive to restore her and as no one wanted to sink her, she was brought to Sparrow Cove where she was put aground in shallow waters near the beach. This was supposed to be her grave in due time and there she would grow older without dignity, while time and nature slowly and definitely broke the hull piece by piece until nothing was left of what once was the greatest ship in the world, the masterpiece of 19th century marine engineering. But the old hull would see better days and in more than one way be reborn to past beauty and glory.

In a way the old hull rose like the Phoenix, not from ashes but from the muddy shores of the Sparrow Cove. Stubborn men and real enthusiasts started already in the 1950s to create an interest in the old hull. Strangely enough the idea did not come from Britain but from Mr Karl Kortum, the director of the San Francisco Maritime Museum. In the beginning it was rather difficult to find sufficient interest in Britain, but a decade later the SS Great Britain Project was formed. Not much was known of the condition of the ship and in 1968 the hull was inspected and ultrasonically tested. There were cracks in the hull but she was found to be in surprisingly good structural condition. In December 1969, the first meeting with the saviours was held in Southampton and an agreement to rescue the ship was made. On April 19, 1970, she was lifted out of the water and secured on the pontoon that would carry her back to Britain. She left the Falklands on April 24, 1970 to the day 84 years after her arrival. On July 19 she returned to the Great Western Dockyard in Bristol from where she was launched on July 19, 1843, exactly 127 years before. The ship is now restored to her former glory and has become a museum well worth visiting.

Retro

Welcome to the Swedish pavilion at NOR-SHIPPING 9-12 June 2009 ”Happy Hour” the last 60 minutes of the show every day, except the last day!

world’s largest boiler From the webpage dedicated to the Great Britain: The steam used by the engine was produced from sea water in the world’s largest boiler at the time, holding 200 tons of water. The furnaces under the boiler were fuelled by coal, which was shovelled by a gang of stokers into 24 stoke holes. (see www. ssgreatbritain.org)

Swedocean SWEDISH OCEAN INDUSTRY GROUP

Member of European Marine Equipment Council Participating companies:

In 1931 …

… the Finnish shipping company Ab Sydfinska Lloyd bought the 1,900 dwt Danish steamer Romø, built in 1922 in Kristiansand, Norway, and renamed her Kaskö. Ab Sydfinska Lloyd was liquidated in 1933, so this picture of the vessel in ice was most likely taken during the winter of 1932. In November 1934 she was bought by the Swedish shipping company O F Ahlmark & Co Eftr AB in Karlstad and her name was changed to Mangen. On December 21, 1940 the Mangen was torpedoed by an Italian submarine on the Atlantic Ocean during a voyage from Cardiff to Lisbon with a cargo of coal. Photo by H Nyström.

90 Shipgaz No 3 2009

By Dag Bakka jr, dag@shipgaz.com

Retro Toledo

Picture: Håkan sjöström

Hard-working and modest

The cargo liner Toledo was one of the grey-painted armada that kept the supply lines open from America to Great Britain during World War II. Wilh Wilhelmsen emerged as the leading Norwegian liner service company in the 1920s and has been committed to regular cargo services ever since. It first joined the liner trade in 1910 together with Fearnley & Eger as partners to Wilhelm R Lundgren’s Rederi AB Transatlantic for a service to South Africa and Australia. In the early years Wilhelmsen was a sort of client to Transatlantic and EAC in the Conferences for the Australian and Far Eastern trades, until Halfdan Wilhelmsen through diplomacy and financial strength managed to be accepted as member in his own right.

Armed with a building programme for 45 new cargo liners in the 1920s, Wilhelmsen managed to build a commercial base in Australia and capture almost 10 per cent of the Conference cargo to non-UK destinations. Halfdan Wilhelmsen died from typhoid in November 1923 and was succeeded by his younger brother Captain Wilhelm Wilhelmsen as senior partner. The ‘Captain’ continued the one-track strategy for cargo services, largely fuelled by income from the tanker fleet.

One of the smaller cargo liners, Toledo, was delivered from Odense Staalskibsværft in July 1926. Together with a near-sister Toronto from Penhöet in 1927, she was unique in the fleet in having a large midship ‘island’ over hatch no 3 and the engine room. She was neither large nor fast, but must have been a versatile and economic vessel.

»She was unique in the fleet in having a large midship ‘island’ over hatch no 3 and the engine room« Of 7100 dwt, the Toledo was fitted with a Burmeister & Wain 6-cylinder engine of 2,100 bhp, which rendered a service speed of 11.5 knots.

She took up the Australian service to start with, but was transferred in 1928 to Barber Line which Wilhelmsen joined at that time. Barber Line connected the US East Coast with the Far East via Panama and opened a new dimension to the Wilhelmsen network. Replaced by larger and faster ships of the Tai Pan-class, Toledo settled in on the North Atlantic Service, between Scandinavian and the East Coast, Cuba and the Mexican Gulf. Her war service was surely dramatic; one of the grey-painted ar-

mada that kept the supply lines open from America to Great Britain. She served with distinction and escaped unharmed to return to Oslo in October 1945.

Back on the North Atlantic service with her near-sister Toronto, she came to suffer major grounding damage at the entrance to Sauda, Norway, in July 1950, whilst inbound from US. Soon after, she was transferred to the Indian/Persian Gulf Service and driven ashore at Karachi in July 1952. An extensive salvage operation brought her back to service until retired by Wilhelmsen in 1958. The Haugesund owners E M Gaard and Sigurd Haavik acquired the vessel in November 1958 and had her renamed Gardvik. Now employed as a tramp vessel, her life was cut short by another grounding, new near Bergen in September 1963 whilst under way from Igarka to Boulogne with timber. Temporarily repaired and permitted to complete her voyage, she was subsequently sold for scrapping and broken up in Hong Kong in the spring of 1964.

Courses 2009 BASED ON EXPERIENCE Our ambition is to offer courses that increase security and raise safety. Ashore and at sea. Below, we present a selection of the courses we provide at our course venues in Stockholm, Göteborg or on Käringön. Naturally, these courses can also be held at venues and times that suit you. Our courses are known for their high standard and quality. We are approved as education providers by the Swedish Transport Agency. Welcome to Scandinavian Safety Training Centre. ISPS Ship Security officer, SSO

Crisis management – STCW Crisis & Crowd Management

For mariners planning to serve as a Ship Security Officer.

For mariners serving as senior officers or for personnel in the safety organization on RoRo or passenger vessels.

COURSE CERTIFICATE: Course certificate in accordance with guidelines issued by the Swedish Transport Agency.

COURSE CERTIFICATE: Certificate of competency and MCRM certificate.

STCW Basic safety

MCRM – Maritime Crew Resource Management

For mariners planning to be part of a ship’s safety organization regardless of level and type of vessel.

For personnel in the shipping industry, safety managers and management groups. Also provided as a refresher course.

COURSE CERTIFICATE: STCW certificate in accordance with guidelines issued by the Swedish Transport Agency as well as a CPR competence card and AED heart-starter.

COURSE CERTIFICATE: Students who have successfully completed the course are awarded an MCRM certificate.

STCW Basic firefighting For mariners planning to be part of a ship’s safety organization regardless of level and type of vessel. COURSE CERTIFICATE: Course certificate in accordance with guidelines issued by the Swedish Transport Agency.

Emergency preparedness

ISPS Company Security Officer, CSO For mariners planning to serve as Company Security Officer. COURSE CERTIFICATE: Certificate of competency for ship security officers in accordance with guidelines issued by the Swedish Transport Agency. Certificate of competency for Company Security Officer.

ISPS Port Facility Security Officer, PFSO

NEW !

This course is designed primarily for shipping companies and companies needing to build up and/or verify crisis management systems.

For mariners planning to serve as a Port Facility Security Officer.

COURSE CERTIFICATE: Course

COURSE CERTIFICATE: Certificate of competency for ship security officers in accordance with guidelines issued by the Swedish Transport Agency. Certificate of competency for Port Facility Security Officer.

certificate.

STCW Medical Care Basic & Refresher For personnel who are responsible for and administer medical care on board ships with medical chest “A” as stipulated in SJÖFS 2007:11 COURSE CERTIFICATE: Course

certificate in accordance with guidelines issued by the Swedish Transport Agency.

You can find more courses at sstcab.se Our whole course program, together with detailed descriptions, can be found on our web site where you can also order our course catalogue.

For more information Tel. +46 31 701 05 10 • gbg@sstcab.se www.sstcab.se Our courses deal with life, property and the environment. We focus on preventive, corrective and follow-up measures by discussing what should be considered before, during and after daily incidents, accidents and extraordinary events.

POSTTIDNING

World Class Navigation Systems

• Ship born systems – type approved ECDIS • Environmental savings – Green ECDIS • Passenger information – PAXINFO

Available through our representatives:

GPS MARiNKONSULT Stockholm • Tel +46 8 452 96 00 • gps@gps-marin.se

– electronic navigation systems for more than 20 years Göteborg • Tel +46 31 42 01 30 • www.ramantenn.se

ADVETO Lund • Tel +46 46 32 92 00 • www.boatnav.se

Box 8028, SE-163 08 Spånga (Stockholm), Sweden Tel +46 8 36 69 05 • Fax +46 8 36 18 85 • mail@adveto.se www.adveto.com