SHIP MANAGEMENT INTERNATIONAL ISSUE 112

Family is close to our hearts, wherever we are

‘Our Family and the Sea’ is a book for young children brought to you by MHSS and The Swedish Club, helping to support the wellbeing of seafaring families. Download this heart-warming story by scanning the QR code and read with your children at home or at sea.

38

Cover Story

ISSUE 112 NOVEMBER/DECEMBER 2024 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

Hong Kong fights back as maritime hub

STRAIGHT TALK 8 – The year 2024 in review

FIRST PERSON

NOTEBOOK 10 – UN report lifts the lid on Houthi modus operandi

11 – BIMCO adopts FuelEU Maritime clause

20 – Fleet Management’s winning team

12 – BSM fully integrates

FuelEU Maritime in emission management services

14 – ITIC: Let’s get secure with FuelEU

Get our magazine digitally.

Scan QR code and fill in your details to receive.

16 – Brazilian jungle port moves

DISPATCHES 22 – OTG and CLSICO: Meeting LNG’s growth challenge

downstream to save Xmas

17 – INTERTANKO appoints new Chairman and MD

CREW TRAVEL 29 – Crew Travel: Taking a leaf out of maritime’s book

INTERMANAGER OUTLOOK 18 – A year of decarbonisation and more to come

Issue 112 November/December 2024

Ship Management International

5

SHIP MANAGEMENT INTERNATIONAL – ISSUE 112 NOVEMBER/DECEMBER 2024 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

CREW MANAGEMENT 32 – Ripple making waves with

REGIONAL FOCUS

AD HOC 64 – Our regular diary section

Türkiye Report

TECHNICAL 66 – Addressing Electric Vehicle

‘crew success software’

ALTERNATIVE VIEWPOINT 49 – Resilient amid regional tensions 34 – Skirting around 52 – Yards moving ahead mental problems Michael Grey, MBE

with green newbuilds

TECHNOLOGY

54 – Turkish ports set to grow

70 – Nippon Paint Marine uses

from redrawn trade routes

55 – Besiktas Shipyard receives

TRAINING 36 – Mentorships play a crucial

risks in a rising trade

record-breaking new floating dock

biomimetics to unlock the next generation in hull coatings

71 – Case Study: Evolution of coatings for WAN HAI

role in future-proofing maritime

DIGITALISATION 56 – Track record over trends –

REGIONAL FOCUS

rethinking shipping’s digital priorities

57 – V. reaches 40-year milestone 58 – Online auction technology

Hong Kong/China Report

offers fuel buyers the opportunity of reducing bunker costs ‘at source’

38 – Reviving past fortunes 43 – Ship managers can be

59 – Crew change firm CEO Peter

key enablers of the digital transformation

Smit discusses future of digitalisation

45 – Anglo-Eastern turns 50

TANKERS 60 – Sire 2.0 inspection programme

in expansive mode

46 – Chinese car exports fuel

ensures human factors are not over-simplified

Sallaum Lines expansion

46 – CSM celebrates 10 years in

NAVIGATION 72 – Shaping the future of navigation: New data framework S-100

CLEAN OCEANS 74 – Reducing Underwater Radiated

Noise a win-win for emissions and ocean

OBJECTS OF DESIRE 78 – Our pick of the most coveted creations

REVIEW 80 – Bringing you the best in arts & culture

China

47 – Norsepower launches world’s first dedicated rotor sail factory in China

ANALYSIS 62 – LNGCs - short term pain for long term gain

LIFESTYLE 82 – Road test: Lexus LBX

Next issue The January/February issue of Ship Management International magazine (SMI 113) will coincide with the 10th edition of the Sea Asia event, taking place during Singapore Maritime Week in late-March.

It will feature special reports on Singapore and Isle of Man, as well as looking at latest news involving Classification Societies and other developments in the field of Maritime Safety.

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Ship Management International

Issue 112 November/December 2024

The shipping business magazine for today’s global ship owners and ship managers Issue 112 | November/December 2024

STRAIGHT TALK Connect with us /ShipManInter

Visit our website www.shipmanagementinternational.com

Join the debate @ShipManInter

Download our App Ship Management International

The year 2024 in review

E

very picture tells a story, as they say, and the front

Baltimore in March, causing the entire construction to collapse

covers of this year’s issues of SMI provide a convenient

and tragically killing six workers. But the wreck was cleared and

reminder of some of the main maritime themes of 2024.

all shipping in the waterway was restored in only 11 weeks,

The year has unquestioningly been dominated by Houthi

serving as a testament to the vital work of marine salvors.

attacks on vessels in the Red Sea area, causing many to divert

The uptake of wind-assisted propulsion has been the

away from the Suez route in favour of the Cape to safeguard

defining technical trend of the year, as reflected in the number

seafarers’ lives. Others have preferred to continue using the

of systems exhibited at this year’s SMM event in September as

canal but made payments to try and ensure ‘safe passage’, as

well as the myriad retrofit and newbuild contracts being placed.

detailed in a latest UN report covered in our Notebook section

Growing awareness impact of mental stress on seafarers, especially as the Houthi attacks have continued, has been

this issue.

Decarbonisation remains one of the main challenges facing

another noticeable trait this year, with Michael Grey MBE

shipping and the big Posidonia event in Athens this year

returning to the subject in his Alternative Viewpoint this issue.

coincided with the launch of an important new initiative on

Finally, our Hong Kong report inside details how the

this front involving major Greek shipowners, as reported in the

authorities in HKSAR are now setting about trying to revive

March/April issue.

that territory’s fortunes as a global maritime hub with creation

The most dramatic shipping accident of the year occurred with the allision of containership Dali with the main bridge in Published by

Sales Enquiries Julian Berry Melissa Skinner Editorial Bob Jaques

Finance Lorraine Kimble

of a new HK Maritime and Port Development Board.

Happy reading and best New Year wishes! l

Wingbury Courtyard Business Village, Upper Wingbury Farm, Wingrave, Bucks, HP22 4LW, United Kingdom

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Publisher: Editor: Sales Manager: Finance: Design and Layout: Regular Contributors:

Motoring Journalist: Technical Editor:

Sean Moloney Bob Jaques Julian Berry Lorraine Kimble Diptesh Chohan Michael Grey Felicity Landon Ian Cochran Margie Collins Ema Murphy Rob Auchterlonie David Tinsley

Editorial contributors: The best and most informed writers serving the global shipmanagement and shipowning industry.

Printed in the UK by Warners Midlands plc. Although every effort has been made to ensure that the information contained in this publication is correct, Elaborate Communications accepts no responsibility or liability for any inaccuracies that may occur or their consequences. The opinions expressed in this publication are not necessarily those of the publishers. All rights reserved. No part of this publication may be reproduced whole, or in part, stored in a retrieval system or transmitted in any form or by any means without prior permission from Elaborate Communications.

Notebook UN report lifts the lid on Houthi modus operandi The war in Gaza has indirectly led to the Houthis turning from a paltry regional actor—albeit one able to hold its own in Yemen’s decade-long civil war—into a global force to be reckoned with. The threat to shipping has become real, writes Peter Shaw-Smith from Dubai.

B

ecause money always talks, a stream of payments

may be feeding the Houthis highly accurate maritime

by international shipowners to the Houthis

intelligence on vessels crossing the Bab El Mandeb

to guarantee safe Red Sea passage seems to

Strait, meaning that re-flagged, re-named or ‘re-owned’

have turned into a torrent. According to the United

vessels can still be easily identified using basic vessel-

Nations’ ‘Final report of the Panel of Experts on Yemen

tracking websites.

established pursuant to Security Council resolution 2140

Meanwhile, insurance companies in places as far

(2014)’, published mid-October 2024, the Houthis have

afield as London, Indian and Singapore benefit by being

been receiving an unconfirmed $180 million a month in

able to charge higher premiums in areas designated

“illegal transit fees for safe maritime passage”.

as ‘exclusion zones’. Lloyd’s of London no longer

It is unclear which location is serving as conduit for

exercises the same near-monopoly of this business

the transfer of payments to the Houthis, but Dubai and

that it once enjoyed due to the fact its business has

Djibouti both spring to mind as likely locales for these

been negatively impacted by the Western-imposed

bounties, which the UN report said were funnelled via “a

‘price cap’ on Russian oil and its inability to cover ships

few shipping agencies” to allow ships to sail through the

carrying, or suspected of carrying, Russian oil. That has

Gulf of Aden and the Red Sea without being attacked.

resulted in a massive boom for insurers located in other

“Sources further informed the Panel that these

places, such as Singapore or India, to write the risk on

shipping agencies coordinate with a company

the ‘shadow fleet’.

“Shipowners cannot count on the U.S. or Western

affiliated with a top-ranking Houthi leader and that the fees are deposited in various accounts in multiple

governments to contain the fires that they set, and

jurisdictions through the hawala network and through

these very shipowners are making their own side deals

adjustments involving trade-based money laundering,”

with the Houthis to enable them to stay in business,”

the report said.

the source concluded. “The problem is that by doing

It added that although the Houthis professed an

so, this may become the new normal, ensuring the

intention to attack certain targets, in practice, these

practice of bowing to the Houthis’ demands will

had become random. “Despite the Houthis’ claim that

continue unabated. And the impact of this is far and

they would target ‘Israeli-linked’ vessels, investigation

wide—from London to Singapore.”

In short, the allegedly Iran-backed Houthis, possibly

by the Panel revealed that the Houthis have been indiscriminately targeting vessels navigating in the Red

aided by Russian maritime intelligence, now pose

Sea and the Gulf of Aden,” it stated.

a level of threat that before October last year was

US, UK and Israeli shipowning interests have

10

barely conceivable. It remains to be seen if a new

reportedly attempted to sell on tonnage in order to give

Trump administration will step up US efforts, together

vessels ‘new identities’, thereby hoping to evade Houthi

with those of the EU and UK, to try and eradicate this

detection. However, sources tell SMI that the Russians

scourge to shipping. l

Ship Management International

Issue 112 November/December 2024

Notebook

BIMCO adopts FuelEU Maritime clause

T

he FuelEU Maritime Regulation, which comes into force

the charterers will have the flexibility to decide on their

on 1 January 2025, may require stakeholders to start

compliance strategy whether that be utilising pooling, banking

taking measures now and the BIMCO FuelEU Maritime

or borrowing.

Clause for Time Charter Parties 2024 has been developed

“The FuelEU Maritime regulation will significantly impact

to help stakeholders align their contractual frameworks. The

the shipping industry, even more so than the EU Emissions

clause was adopted by BIMCO’s Documentary Committee on

Trading System. The clause we have adopted today is the

25 November.

result of a collaborative process between owners, charterers,

“This clause has been eagerly awaited by the industry,” says Stinne Taiger Ivø, Deputy Secretary General and Director

P&I and legal experts and other stakeholders,” says Nicholas Fell, Chair of BIMCO’s Documentary Committee.

of Contracts at BIMCO. “January is almost here, and the

The company responsible for compliance with FuelEU

FuelEU Maritime regulation is complex. Because of this, we

Maritime under the new BIMCO clause is the shipowner. In

have carried out several industry consultations during the

reality, however, it may be a third-party shipmanager who has

drafting process to make sure that we arrived at a clause that

agreed to take over all the duties and responsibilities imposed

works in practice.”

by the International Management Code for the Safe Operation

The focus of the subcommittee has been on developing

of Ships and for Pollution Prevention (ISM). BIMCO is therefore

a standard clause that is workable for most scenarios and

working on developing a clause for BIMCO’s ship management

commercial relationships. For longer period charter parties,

agreement, SHIPMAN. l

Notebook

BSM fully integrates FuelEU Maritime in emission management services

W

ith the new FuelEU

Maritime-relevant data and ensure

compliance technologies and

Maritime regulation

reliable forecasts and calculations.

flexible indirect options like

The core functionality of

pooling to reduce the GHG

from January 1 2025, Bernhard

the FuelEU Dashboard is about

intensity penalties. Thus,

Schulte Shipmanagement (BSM) has

calculating the anticipated GHG

the system can monitor the

developed comprehensive FuelEU

intensity, compliance balance and

compliance status of anticipated

Maritime measures and digital

expected FuelEU penalties based

pools and provide insights into

tools, integrated in its emission

on the vessel’s reported data of fuel

how pools can be managed most

management services, to ensure

for various fuel types under the EU

efficiently. The user has the option

a smooth transition to the highly

scope. The reported data will be

of simulating pools by selecting

complex compliance requirements.

used in penalty assessments for the

vessels and creating pools and

upcoming years from 2025 to 2050.

monitor them continuously to

The FuelEU Simulator is serving

track compliance balance and

to come into force

BSM already reached an important milestone back in August.

as a dynamic platform enabling

Plans for all vessels under the scope

users to simulate the effects of

of FuelEU Maritime had to be

modifications on managed vessels

side, and we are ready on the

submitted to authorised verifiers.

and provide actionable, ship and

service side,” Anil Jacob confirms.

BSM successfully transferred

trade-specific insights on how

“From the outset, our approach

all plans before that deadline,

customers can minimise compliance

was not just to develop measures

ensuring that the managed vessels

costs. Whether that is through

to ensure the necessary compliance

can comply with all aspects of the

simulating the effects of using shore

management. We wanted to go

regulations from the very beginning.

power or estimating the amount of

further and create real added

Over the current year, BSM has

biofuel required for a single voyage

value. We offer our customers a

made significant efforts to support

or a whole fleet. This offers full

full and transparent picture of each

clients in complying with FuelEU

transparency across the wide range

of their ships and vessel-specific

Maritime, enabling to manage the

of options.

solutions. This ensures the certainty

new regulation effectively and avoid non-compliance.

“We have developed integrated

Furthermore, BSM offer its

of having all aspects and options fully in view and being able to make

and advice on suitable fuels,

substantiated decisions.” l

the accurate monitoring, recording, correction and reporting of all relevant voyage and emission data of FuelEU effected vessels,” outlines Anil Jacob, Head of Fleet Performance and responsible for BSM’s Emission Management Services.

In addition, a FuelEU Dashboard and a FuelEU Simulator have been designed, which are also fully integrated into BSM’s PAL ship management software. These tools allow users to visualise all FuelEU

Ship Management International

“We are ready on the system

customers expert guidance

IT systems and procedures ensuring

12

penalty exposure.

By 31 August 2024, Monitoring

Issue 112 November/December 2024

Issue 112 November/December 2024

Ship Management International

13

Notebook

Let’s get secure with FuelEU

T

he FuelEU Maritime regulation is an attempt

contractual arrangement between them and the owner.

by the EU to encourage the adoption of fuels

BICMO has been drafting FuelEU Maritime clauses for

with lower greenhouse gas emissions by issuing

both time charters and also SHIPMAN. At the time of

penalties for non-compliance. It applies to all ships over

writing, a clause for SHIPMAN has still not been agreed

5,000 GT calling at ports within the EU from 1 January

upon by the Documentary Committee.

Any FuelEU Maritime clause for a ship management

2025. Penalties will amount to EUR 2,400 per ton of fossil fuel exceeding the current limit for the vessel. A

agreement must include adequate security. From 1

ship must be compliant and have a FuelEU Document

January 2025, all ships above 5,000 GT will incur a

of Compliance (DoC). To obtain this, there needs to be

liability arising from a choice of bunkers on that ship.

no deficit on account. Either the ship’s intensity is below

The only party who will be held responsible for that

that limit and there is no deficit; or there is a deficit, and

choice, will be you: the ship manager. Therefore, when

a penalty is issued, but that penalty has been paid off.

these penalties become due, you do not want to have

Afterwards, a FuelEU DoC will be issued.

a large credit exposure, as you will have to pay those

An owner may decide, rather than incurring the

penalties and then seek recovery from the owner.

cost to upgrade the machinery of their ship, or a

Consequently, one of the most important issues in the

charterer, rather than paying the cost of cleaner fuels,

drafting of any clause between a manager and an owner

to just accept and pay a penalty. However, if a vessel

is the matter of security.

The position on security is even more important

has a deficit for two consecutive reporting periods, the penalty grows by 10% each year. If penalties are

based on the fact that the ISM manager who has

incurred that are not paid off, a DoC will not be issued.

the ship on 31 December will be responsible for the

If a DoC is not held for two or more reporting periods,

entire reporting period. This is irrespective of whether

a ship may be refused entry to EU ports or subject to

there is a change in the manager or the sale of the

flag detention. Therefore, the cost of non-compliance is

ship. Therefore, the new manager will be responsible

high and will aggregate over the years.

for reporting and payment of penalties, even though

Unlike EU ETS, where there was a last-minute

the ship had not been in their fleet. On this basis, the

change of heart by the EU, the only party who will

security provided by an owner must include the entire

be subject to and liable to pay penalties for non-

reporting period.

With all this in mind, ITIC advises all ship managers

compliance is the ISM manager. A third-party ship

14

manager has no say in what fuel is used on board the

not to accept management of a ship unless the

ship. Therefore, the manager must ensure they will not

appropriate form and amount of security have been

be left exposed to penalties by putting in place a robust

agreed upon. l

Ship Management International

Issue 112 November/December 2024

Notebook

Brazilian jungle port moves downstream to save Xmas Novel new pontoon operation from Itacoatiara

A

lthough most Brazilians have never seen snow

and Porto Chibatao, did not receive any vessels for three

they love their Christmas celebration, writes Brazil

months from September to end of December 2023. At

correspondent Rob Ward. But this year the Festive

two choke points near river islands between Manaus and

Season was in jeopardy as a result of drought in the Amazon

the port of Itacoatiara 200km away, water levels fell to

region that threatened the logistical supply lines from the

just 7.5 metres, meaning that larger vessels (i.e. of c.2,000

jungle city of Manaus to the heavily populated Southeast of

– 4,500 TEU capacity) could not reach Manaus; shipping

the country.

lines reacted by resorting to transhipment via smaller

From September onwards the worst drought in 120 years

vessels which caused severe disruption and delays. Further

hit the region, preventing oceangoing vessels from reaching

upstream, small indigenous communities went short of

Manaus. Reacting quickly, local port operators implemented

supplies as some riverbeds dried up completely.

However, this year shipping lines have been offered a

‘Operation Itacoatiara’ which moved port operations 200km downstream, to help save seasonal retail opportunities in

unique solution to their problems. The two box terminal

Brazil and ensure isolated indigenous communities in the

operators in Manaus consulted with the local shipping

jungle did not go without food and water.

fraternity and decided to move their port operations downriver

Manaus is a city of 2.2 million people, only accessible by

to locations in the middle of the Amazon, close to Itacoatiara.

river, and is also home to Brazil’s largest industrial park, the

“Christmas was under threat again this year,” said

Amazonas Free Trade Zone (FTZ), which hosts hundreds of

Thadani, “but this year it has been saved by the ingenious

multinational churning out consumer goods for markets in

solution from the port operators. They moved half of their

the Southeast, mostly in Rio de Janeiro and Sao Paulo. In

operations 200km downriver and operated the oceangoing

return, the southern regions provide essential foodstuffs,

vessels there, before the chokepoints could block the ships.”

Porto Chibatao executive director Jhony Fidelis told

especially at Christmas.

“Last year there was a crisis due to the worst drought

SMI that the transfer, by barge and tug, of four pontoons

in 100 years,” recalled Ramesh Thadani, of Grupo Simoes.

measuring 277.5 metres in length and 24 metres wide, along

“Many in the Amazonas region failed to get their turkeys in

with three post-panamax LBS600 Mobile Harbour Cranes,

time for Christmas and prices went up in the shops because

went “very smoothly”. During the first 65 days of operations

of the extra transportation costs of using barges. Many

around 47 ships and more than 100,000TEU were handled by

retailers in the South were also short of products for Black

Porto Chibatao and its Superterminais rival. Overall, the port

Friday and the run up to Christmas.”

of Manaus is forecasting it will handle 757,716TEU this year,

The drought season normally starts in September,

up 12% over last year and a record throughput.

causing water levels fall from 40 metres to 30 metres at

Luis Resano, Executive Director for the Association

most points. Last year’s more severe event meant that

of Brazilian Cabotage Operators, said that his members

the deep-sea and cabotage services -operated by MSC,

were delighted with this “novel manoeuvre” of the

Maersk, CMA CGM and ONE - that usually call several times

Manaus port operators bringing port services to the ships

a week at the two Manaus box terminals of Superterminais

rather than vice versa. l

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Ship Management International

Issue 112 November/December 2024

Notebook

INTERTANKO appoints new Chairman and MD

T

he International Association of Independent Tanker Owners (INTERTANKO) confirmed Rolf Westfal-Larsen Jr. as the body’s new

Chairman at its Council meeting in late November.

He succeeds Paolo d’Amico who has served the maximum term of six years. Tim Wilkins, currently Deputy Managing Director of INTERTANKO, was also elected to succeed Katharina Stanzel as MD from January 1, 2025.

Rolf Westfal-Larsen Jr. is the CEO of WestfalLarsen Management AS, a family-run shipping company based in Bergen, Norway. He has been serving as Vice Chairman of INTERTANKO and a member of the Executive and Management Committees for several years. The company owns and operates a fleet of chemical tankers and is known for being at the forefront of innovation.

Paolo d’Amico commented: “With Rolf, we have a Chairman who will continue to represent what INTERTANKO stands for; quality, future-focused, independent tanker owners and operators”.

Mr Westfal-Larsen Jr. underlined his commitment to INTERTANKO, saying: “It is an honour to be elected as Chair of such a respected organisation, and I look forward to playing a part in leading the industry through this period of transition.”

Kathi Stanzel has served as INTERTANKO MD since 2012 and was the first MD to bring an environmental background to the position. “It has been an absolute privilege to work with and serve the interests of INTERTANKO’s Members worldwide,” she said, “and develop, guide and direct the fantastic team of professionals we have in the Secretariat today.”

Tim Wilkins has extensive experience at INTERTANKO where he is currently Deputy MD and Environment Director, overseeing the Association’s environmental agenda and European and Board activities. He pledged his focus as MD would include “shaping a sustainable future for the tanker industry by supporting Members through the decarbonisation transition, safeguarding the future of our seafarers and actively addressing the complex geopolitical challenges we face.” l

Rolf Westfal-Larsen Jr.

Tim Wilkins

InterManager Outlook A year of decarbonisation and more to come Capt. Kuba Szymanski, Secretary General of InterManager, reflects on 2024 as he looks ahead to next year

A

Ship managers are currently accompanying those of

s we set sail for 2025 let us look at where our 2024

our shipowners that trade to Europe, on their road to

journey has taken us.

Decarbonisation has been firmly in the

compliance with the EU’s Emissions Trading Scheme (EU-

shipping industry’s sights this year, particularly at the

ETS) and FuelEU Maritime. InterManager has been very

International Maritime Organization where member States

active at the European Union where we have had extensive

have grappled with planning for how to achieve maritime’s

discussions. We have lobbied decision makers and worked

ambitious commitment to decarbonisation “by or close to”

hard to help them to understand who does what within

2050, with its interim milestones.

the complicated structure that is the global shipping

Ship managers are fully committed to playing our part in

industry. In particular we have sought to educate them

the shipping industry’s decarbonisation efforts. InterManager

on the role of ship managers – on what we do, what we

is an active participant at IMO, having Non Governmental

are responsible for, and, importantly, what we don’t have

Organisation status. I was very pleased to have two

control over!

representatives from our member company V.Group join us

Another issue we are closely focussed on is safety. On

at the important Marine Environment and Protection meeting

behalf of the wider shipping industry InterManager collects

(MEPC82) where decarbonisation formed the bulk of the

statistics on lifeboat accidents, deaths in enclosed spaces,

agenda. They gave extremely valuable input into the working

and falls and trips. We share this data with the IMO and

groups – which is where the ‘nuts and bolts’ discussions take

other industry stakeholders. They are also freely available

place. I encourage other members to join us at IMO to see

on our website.

Now we are turning our focus to the criminalisation

maritime governance in action. Get in touch with me if you

of seafarers and collating information on instances where

would like to do this.

MEPC82 advanced discussions on the proposed mid-

seafarers have been unfairly criminalised. We are urging

term measures for GHG reduction, which include a global

our members and other industry partners to share with

pricing mechanism for GHG emissions from ships and a

us any details they have on such cases, particularly the

global marine fuel standard. Member States identified

country this occurred in, the vessel, the alleged offence,

areas of convergence, and discussions resulted in a draft

and any other information you may know.

We are working with other maritime stakeholders

legal text - the “IMO Net-Zero Framework” – which will be used as the basis for the next phase of talks.

The aim is to adopt these mid-term measures in late

to understand how widespread the issue is in order to identify solutions to avoid this happening to innocent

2025, with a view to entry into force in 2027. We look

seafarers. Please get in touch with me if you have

forward to the next MEPC meeting in April 2025 where IMO

information which may help us.

Finally, I would like to wish all our members, seafarers,

Secretary-General Arsenio Dominguez jokingly threatened to lock the doors and not allow exit until agreement has

and maritime colleagues a Merry Christmas and a happy

been reached among the 176 member States!

and successful 2025. l

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Ship Management International

Issue 112 November/December 2024

First Person Fleet Management’s winning team

Fleet Management Limited (Fleet) celebrates 30 years of achievement under the leadership of Caravel Group’s Dr Harry S. Banga (left), son Angad Banga JP (centre) and Dr Kishore Rajvanshy (right), preparing for a change of leadership in the New Year.

T

here’s an important transition underway at Hong

transition since he joined the company in late October as

Kong-based Fleet Management Limited (Fleet), part

CEO Elect.

The changes are part of a phased succession plan

of The Caravel Group run by Founder, Chairman &

CEO Dr Harry S. Banga and his son Mr Angad Banga JP, as

first announced at the start of this year. Angad Banga,

it comes to the end of its 30th anniversary year.

Chief Operation Officer of The Caravel Group and current

Dr Kishore Rajvanshy, Fleet Management’s sole

Chairman of the Hong Kong Shipowners Association

Managing Director since its inception in 1994, is standing

(HKSOA), co-led the shipmanagement company since

down after three decades at the helm. He will continue to

February, overseeing commercial operations.

provide strategic counsel as a Non-Executive Director and

“Dr Rajvanshy’s leadership has been the bedrock of

assume the title of ‘Managing Director Emeritus’. As of

our success,” said Dr Harry Banga when announcing the

January 1, Capt. Rajalingam (‘Raja’) Subramaniam will take

appointment. He went on to express his heartfelt gratitude

the reins as Chief Executive Officer, following a phased

to Dr Rajvanshy, saying: “His unwavering commitment to

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Ship Management International

Issue 112 November/December 2024

First Person

excellence has shaped the company into what it is today. We

Son Angad joined his father’s business over a decade

are profoundly thankful for his years of service, friendship

ago and has worked in various roles within The Caravel

and the lasting impact he has made on the maritime sector.”

Group, gaining valuable experience in different aspects

With Dr Rajvanshy at the helm, Fleet Management has

of shipping. Prior to joining The Caravel Group, he was a

grown into one of the world’s largest ship management

Principal with KKR, a world-leading global investment firm,

companies, managing more than 650 vessels and employing

where he focused on investing in Leveraged Buy-out (LBO)

a roster of over 27,000 seafarers and 1,200 onshore maritime

transactions across the Asia-Pacific region, in the process

professionals across 24 offices in 10 countries, serving more

helping finance some of the largest, most complex, and

than 130 top-class shipowners worldwide. The portfolio

highly structured private equity acquisitions in Asia. He

of managed vessels runs from bulk carriers to ultra-large

started his career as an Investment Banking Analyst at J.P.

containerships and cutting-edge 180,000-cbm LNG

Morgan in Hong Kong, having graduated with an Honours

carriers and the company also has a dynamic newbuilding

degree in Economics from Dartmouth College in the US. At the end of last year, Angad Banga was appointed

supervision department.

“Success is a by-product of the work you perform,” says

Chairman of the HKSOA, one of the industry’s largest and

Dr Rajvanshy, alluding to the unwavering focus on safety,

most venerable shipowner associations with seven decades of

quality, teamwork and client satisfaction that has driven

history and a current membership of more than 200 members

Fleet’s growth over three decades.

controlling over 2,500 ships [see also Hong Kong report]. He

“It has been an incredible journey to see Fleet

had previously served as Deputy Chairman of the Association,

Management Limited grow and thrive and I am deeply

and also sits on various local shipping committees including

grateful for the support of our talented people and partners,”

two of the Hong Kong Maritime and Port Board (HKMPB).

“I am driven to build on the robust legacy established by

he adds. “We welcome Captain Subramaniam and look forward to working with him to steer the company towards

my father, Dr Harry Banga, and Dr Rajvanshy, in working with

new horizons, building on our legacy of safety and quality.”

our colleagues, partners and investing in Fleet to meet our clients’ needs now and into the future, “ Angad Banga said.

One of Dr Rajvanshy’s main achievements has

“Our company stands at the intersection of tradition and

undoubtedly been the development of Fleet’s proprietary PARIS (Planning And Reporting Infrastructure for Ship) digital

innovation. Leading our extraordinary team is a privilege,

portal which he had the foresight to launch more than 20

and we stand poised to continue to lead safety standards,

years ago, overseeing its continuous upgrading ever since.

embrace innovation and pursue new opportunities to serve

Winner of numerous industry accolades, he first trained as

our clients and the broader industry.”

a mechanical engineer and sailed for seven years – the last

Angad is also a firm believer in Corporate Social

three as Chief Engineer - with Shipping Corporation of India

Responsibility and the family supports many philanthropic

before coming ashore. Early last year he was bestowed

endeavours through The Caravel Foundation, led by Mrs

an honorary doctorate in Engineering and Technology by

Indra and Mrs Dana Banga, which supports causes such as

Chennai’s Academy of Maritime Education and Training

the Caravel Foundation educational scholarships.

(AMET), the citation calling him “a visionary always ahead of

The leadership team is immensely excited to welcome Capt. Raja Subramaniam (below right) to the fold. Capt.

his time”.

Raja brings both first-hand seafaring experience as a Master

“As I prepare to pass the baton to the next generation, I am confident that the company’s future is bright and that it

Mariner to his new role at Fleet, as well as the strong business

will continue to set industry standards for years to come,” Dr

acumen he demonstrated in his previous position as President

Rajvanshy first said when he announced his plans to stand down.

& CEO of Malaysian shipping and offshore group MISC. “I am truly honoured to be entrusted with this responsibility

Angad Banga co-led Fleet during the handover period and oversaw the new management team, under

and to work alongside a team renowned for its dedication and

the mentorship of his father Dr Harry S. Banga, an Indian

excellence,” he said upon his appointment. “Together, we

entrepreneur and philanthropist who also served as a

will continue to innovate and uphold the

Master Mariner before commencing commodities trading

highest standards in the maritime industry.”

and progressing to Vice-Chairman of Noble Group. In 2013

Taking the reins from January 1,

he founded The Caravel Group, which has since grown to

2025, Capt. Raja will help to steer the

become a diversified conglomerate covering Maritime,

company towards new horizons,

Commodities (mainly dry bulk trading) and Investment

building on the solid foundation

management, also taking over the ownership of Fleet

laid by Dr Rajvanshy and the

Management from Noble.

Banga family. l

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Dispatches OTG and CLSICO: Meeting LNG’s growth challenge CLSICO is China’s first specialised LNG ship management company.

It is managing seven LNG carriers built in China. CLSICO’s task is to operate LNG ships to the highest international standards while supporting development of the LNG industry in China.

B

y its own admission, CLSICO is committed to higher standards

OTG’s Raal Harris with CLSICO’s John Wood

when it comes to the development

of its people. But how has its strategic investment in human capital, supported

by Ocean Technologies Group (OTG), propelled its expansion and established it as a leading player in LNG (Liquefied Natural Gas)?

In a joint presentation to Seatrade Maritime Crew Connect Global in Manila, Raal Harris, Chief Creative Office at OTG, and John Wood, Assistant General Manager and Head of Manning and Marine at CLSICO, discussed how an LNG operator can ensure it is able to attract skilled crew, build competency and ensure operational excellence in a competitive market, at a time when the LNG sector is set for unprecedented growth. And as one of the most safety critical trades, management of crew competency is paramount.

Their debated case study explored how CLSICO, through the adoption of Ocean Learning Platform (OLP) and the use of industry-recognised competencies, has been able to drive a consistent people-first approach to CLSICO-managed vessel

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ongoing development, ensuring that CLSICO’s multi-national crew are well-prepared to manage new technologies and maintain the highest standards.

As CLSICO continues to expand its fleet and enter new markets, OTG has proved a vital partner in providing the tools and expertise needed to as the company grows, wins new business and bolsters its reputation as a preferred employer in the LNG sector.

“At the moment we have six steamships with a seventh due and we have three newbuildings coming out of China. These will all be XDF motor ships and chartered by Qatar Energy,” said Mr Wood. “In 2028, we will have two more motor ships – these will be Q-Max vessels, so now is a good time to talk about the need for crew with different

competence and growth.”

Raal Harris picked up the debate

competencies. The motor ships are

by stressing CLSICO’s move from

all X-DF and the technology and

Chinese only trade to “a more

electronics onboard these ships is so

global picture and how that has

far advanced from what is onboard

changed the way in which you are

our steamships. So, the majority of

approaching the skills development

the people we are bringing in, our

issue and the different levels of

gas engineers, is reliant on their X-DF

talent that are needed. Has that

engine experience,” Mr Wood said.

changed as you have needed to grow

When asked what charterers demand from a manager like CLSICO,

into new markets?”

he stressed reliability. “They like to

John Wood again: “Definitely.

The six steamships for example,

sleep at night. They like to know that

are chartered by three Chinese

their ships have been handled by

charterers; three ships load in

competent people, whether that’s

Australia and discharge in China;

our office ashore or our seafarers

two load in Indonesia and discharge

onboard, we have to be able to

in China; and the sixth ship loads in

demonstrate how we achieve those

Malaysia and discharges in China. For

levels of competency.

want of a better word, these ships are

John Wood sees crew training

on tram tracks. During Covid we had

and development as key factors in

slight deviations, not for cargo but to

the company’s ongoing success.

undertake strange crew changes. So,

“Our charterers want reliability, they

for the past 16 years we have been

don’t want delays, they don’t want

on North-South routes and all of a

breakdowns. The service we provide is

sudden we are going east-west. So,

top quality because of our commitment

it’s really just a mindset change.”

to training and development”.

The company’s office staff and

And has this meant the recruitment of different nationalities?

“Not so much nationalities but

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senior officers, including their Captains and Chief Engineers, regularly

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The service we provide is top quality because of our commitment to training and development John Wood, CLSICO

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25

Dispatches

participate in seminars, such as those hosted by the Maritime

While a multicultural crew is a strength, it also

Safety Administration in China, to share their knowledge and

presents unique challenges around crew cohesion,

mentor the next generation of LNG seafarers.

communication, and differing management styles.

“There is a thirst for knowledge and experience, and

CLSICO addresses these by incorporating ‘soft skill’ training into all managerial development programmes,

we have these things.”

Raal Harris again: “So we have a global backdrop where there is real competition for talent, but as you

ensuring leaders can effectively manage and harness the strengths of a diverse workforce.

Investing in crew development has been a cornerstone

say the ships are becoming more technical against the backdrop of a changing trading landscape, how have you

of CLSICO’s high fleet performance. The company uses

gone about building that kind of competence that the

competency frameworks extensively to assess current

charterers want to see?

crew performance, identify gaps, and provide a clear path

“Like you mentioned in your introduction Raal, you

for career advancement.

and I go back a long way. We started working together

“We do a lot of onboard training, focusing on what

when you were at Videotel, and at Videotel we took on

our ships need. Using competencies gives us confidence

computer-based training videos. Over the last few years, we

that we are working to industry standards and best

have expanded and while we always had promotion check

practices, ensuring our crew maintain high performance”

lists, these were paper documents. The problem with this

John Wood stressed.

CLSICO also utilises the assessment tools offered by

was that the crew would take them home and then forget to bring them back to the next ship. So, we worked with

OTG to understand how new and existing crew

OTG and we digitalised the promotion checklists into a

will perform.

“APRO gives us objective insights into how our senior

competency management system,” he added.

“Based on demonstrating to charterers like Qatar that

officers are likely to react in safety-critical situations and,

we were very serious about crew competency, all of our

at the same time, reveal an individual’s ability to cooperate

officers are now enrolled in the SIGTTO cargo handling

in teams, along with identifying personal strengths and

competency programme, and on top of that we also work

individual potential.”

The Ocean Learning Platform (OLP) is integral

with you guys on the OTG’s APRO psychometric testing, which we find very useful. We use it for team building

to CLSICO’s training strategy, enabling senior staff

because it gives us three pieces of vital information:

to access expert-developed content that supports

it gives us an indication of a person’s ability to take in

training without requiring them to be seasoned

information; it gives us an indication of the person’s ability

trainers themselves.

This approach is particularly valuable when bidding

to process the information, and to make decisions based on the information they have processed.”

As Mr Wood added, some people score very highly in

for new business, as demonstrated by CLSICO’s success with the Qatar Energy tender, where their use of SIGTTO

all three categories. Some people maybe have a weakness

(The Society of International Gas Tanker and Terminal

in one. “It doesn’t detract from their ability to perform,

Operators) competencies and the OLP highlighted their

but we share this information with the other members of

commitment to excellence.

their senior management team. On board, we have a six-

“With the QatarEnergy tender, the fact we had the

man senior management team as well as the Chief Officer,

SIGTTO competencies and were using OLP, showed our

the Master, the Chief Engineer and we involve the ETA

commitment as a manager, that we walk the talk,” Mr

and the gas engineer. We produce a very detailed report

Wood said.

The Ocean Learning Platform is central to how CLSICO

following a psychological test. It’s about nine pages long, but we summarise it into a two-page condensed report

delivers and proves its commitment to crew development.

and we actually put that into the seafarer’s profile in our

The platform’s reputation for quality and effectiveness

crew management software. So, when they join the ship

reassures auditors, clients, and crew alike.

“When auditors ask, ‘how do you do your crew

with the Master, the Chief Officer, the 2nd Engineer, they can read about the guy that’s coming onboard.”

training?’ and we can say ‘we partner with OTG’, it gives

CLSICO’s success is reflected in both its international

them confidence. They know Ocean Technologies Group,

operations and its diverse, multinational crew. Officers from

they know the platform, they know the reputation and

China, the UK, NW Europe, Eastern Europe, India, Malaysia

the quality.”

Audits and inspections allow companies to prove their

and the Philippines, work together with ratings from China and the Philippines, making crew cohesion and cross-cultural

commitment to high standards and for the teams aboard

management critical to safe and efficient vessel operations.

to showcase their excellence. l

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Issue 112 November/December 2024

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Market Sector: ????

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Crew Travel: Taking a leaf out of maritime’s book

R

esilience is the name of the game

perspective and this is compounded

energy supplies, food security, and

for the crew travel sector as it

by sanctions, reducing our capability

inflation, while changing international

attempts the circumnavigate the

to move crew in certain regions with

relationships with the US has potential to

geopolitical issues facing global trade

specific national carriers. Remedial effort

impact the sector. Disruptions from such

shipping. But while agility and resilience

comes from our hard work in sourcing

issues often lead to longer air journeys

are in shipping’s DNA, could the same

best options, supporting our crewing

and increased uncertainty for crew

be said for the airline sector?

departments and the welfare of the crew

members. Real-time alerts and robust

Sean Moloney reports.

themselves, while the airlines continue to

duty of care solutions help to ensure that

review their bottom line.”

stakeholders are informed and travellers

“Achieving a level status with the corporate and leisure markets has been

This was a point reiterated by Nikos

are protected.

an ongoing challenge for crew movement

Gazelidis, Chief Commercial Officer,

“Airlines are responding to

specialists, yet it is maritime that offers

Marine Division, at ATPI, who stressed:

these challenges by implementing

airlines a consistent business, even during

“Geopolitical issues can significantly

scenario planning, enhancing

the darkest days of the pandemic,” said

disrupt crew travel, impacting airline

financial resilience, adapting business

John Harding, Managing Director of

availability, flight routings, and overall

models, and streamlining operational

Energia Global Travel.

journey security. Conflicts like the Russia-

processes. While airlines focus on

“The war in Ukraine has greatly

Ukraine war and the Israel-Hamas war

affected our business from a crewing

have caused regional instability, affecting

Nikos Gazelidis

John Harding

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Crew Travel

mitigating risks, it’s equally crucial for shipping and cruise

the impact of geopolitical events, which can lead to

companies to remain agile. This is where Travel Management

disruptions and necessitate on trip rerouting, as well as

Companies (TMCs) like ATPI play a pivotal role, helping

increasing pressure on travel infrastructure, where limited

organisations navigate disruptions, maintain operational

air seat capacity can cause delays and other problems.

continuity, and ensure crew members reach their destinations

Weather conditions, flight cancellations, luggage

safely and efficiently,” he added.

mishandling, and last-minute vessel changes further

But geopolitics is not the only challenge facing crew

underscore the need for reliable travel assistance.

“Costs and budgets remain a priority for shipping

travel at the moment. John Harding again: “As always, rather than ‘main’ challenges, it’s a combination of the

companies of course, making it crucial to balance

usual ‘niggle factors’ such as a lack of standardisation

efficiency with expenditure control. Crew change travel

through a failure of true globalisation resulting in

spending can certainly be reduced, by improving travel/

additional bureaucracy, increased taxes in the name of

booking patterns, through the use of historical data and

the environment, sanctions driving enforced changes for

market intelligence. The duty of care to travellers is more

crewing organisations, current challenges around availability

important than ever as well. Ensuring crew safety, comfort,

resulting in complex itineraries and ‘airline retailing’.

and well-being during their journeys is essential. Even low-

“The latter, an effort by the airlines to disrupt the commercial relationship between themselves and

cost initiatives like providing priority security passes can have a very positive impact.

“While there is more technological integration in

distribution channels such as Amadeus & Travelport, involves a long running project to reduce their distribution

the travel booking process today, it does present both

costs but, to date, has managed to potentially restrict

opportunities and challenges: it facilitates smoother

the end customer’s ability to access a full portfolio of

operations but there is a risk of ‘techno-stress’. Shipping

fares. Fortunately, our valued marine and offshore fares

companies are beginning to understand the value of

are not affected but for how long? It is our role to

travel data for strategic planning, however, but many

provide the solutions to all these issues. It is important to

still struggle to use this information effectively for crew

remain flexible, to handle the ever-changing bureaucratic

travel. So, keeping travel management apps and platforms

processes whilst being consistent and reliable, pressure

user-friendly is the key to ensuring the benefits of new

the airlines to recognise the importance of our industry

technology solutions can be enjoyed,” he said.

Nikos added: “The cost versus efficiency debate in

and its value and at Energia we make absolutely sure, our customers are at the forefront of everything we do.”

crew travel remains central, but it goes beyond airfares

But as Nikos Gazelidis emphasised, global crew

alone. Effective crew change planning and coordination

changes face a multitude of challenges that require

can significantly reduce the Total Cost of Crew Change

comprehensive and adaptive solutions. “Key issues include

compared to minor savings achieved through cheaper

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Issue 112 November/December 2024

Crew Travel

tickets or lower booking classes. For instance,

including how we support our crewing colleagues

solutions like ATPI CrewView optimise crew change

by providing an end-to-end package of logistical

planning by considering factors such as ports,

needs,” he said.

seasonality, and booking patterns, helping to drive

Coming onto the issue of digitalisation in crew travel, to what extent is it driving in efficiencies?

down overall costs.

“For shipowners in the mercantile sector,

John Harding again: “Digitalisation covers many

tight budgets mean maintaining low travel costs

technological aspects of the crew travel process, from

is essential. Conversely, the cruise and yacht

the increased use of mobiles and associated Apps to

industries often prioritise service quality while still

communications across the services, with the seafarer

keeping expenses in check. Cruise companies,

at the centre. Such development is a gradual process,

in particular, leverage real-time data to enhance

so it is easy to forget how far the industry has come

scheduling and reduce inefficiencies, ensuring

in terms of efficiency through the use of software. We

smoother and more cost-effective crew changes.

believe, for example, that AI will play a future role in

“Better communication and less fragmented

the crew travel process, being an extension of machine

processes among stakeholders also minimise last-

learning and supporting the framework of current

minute itinerary changes, saving both time and

processes. What we do know and appreciate, is that

money. Coordinated efforts, supported by tools like

experience will always play a central role in ensuring

ATPI D2D (Door2Deck), streamline crew changes,

safe and compliant travel and our people will remain at

improving efficiency and reducing costs related to

the heart of crewing and crew logistics,” he stressed.

This was a view shared by Nikos Gazelidis, who

flights and port logistics,” he said.

Ultimately, smart planning that combines

explained: “Digitalisation is helping to transform

technology with expert guidance from specialised

crew changes, driving efficiencies in areas such as

Travel Management Companies (TMCs) ensures

planning, reducing manual errors, and enabling

costs remain manageable without compromising

quicker adaptation to changing circumstances.

timely and efficient crew change travel, he stressed.

However, its focus often remains limited to airfare

According to John Harding, the shift in

costs rather than addressing the broader crew

the market post-Covid will result in a more

change process, which is essential for achieving

competitive market emerging. “Despite pressure

significant operational and cost savings. We believe

from environmentalists and increased taxes from

a more holistic approach unlocks more value.

governments on travel, any reduction in flight

“While the maritime industry is accelerating its

services is/was a short-term problem. Already

adoption of digital and automated systems, there

numbers of travellers are exceeding pre-pandemic

is still a long way to go. A rush to embrace new

levels and we reached a peak of less availability

technologies can sometimes lead to inefficiencies

combined with post pandemic increases in fares,

if not implemented strategically. Crewing

resulting in somewhat of a perfect storm for those

departments, particularly in traditional maritime

seeking out best prices.

sectors, remain less tech-oriented, while the cruise industry is more active in adopting digital tools, at

“However, as airlines continue to increase

least for crew change management.

services once more (and indeed new airlines appearing), I believe we will see a more competitive

“The combination of digital solutions with human

market emerge. Challenges such as reduced

expertise remains important. Experienced crew

seat availability is nothing new for our resilient

managers and travel operators provide the context and

industry and our customers know they can expect

adaptability that digital tools alone cannot achieve. In

both cost AND efficiency. It is our job to navigate

the future, AI is likely to play a larger role in optimising

these challenges and our track record at Energia

crew changes, offering predictive insights and

reflects consistent service across all these areas,

enhancing decision-making processes,” he said. l

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Crew Management Ripple making waves with ‘crew success software’ Ripple Operations describes itself as the market-leading provider of ‘Crew Success Software’. Felicity Landon asks – what does that actually mean for the seafarers on board?

M

aritime software company

modules offer unparalleled ease of use,

Ripple Operations has been

flexibility and reliability in managing

making waves recently –

seafarer training and performance

Ripple CEO Heather Combs

assessment both onshore and at sea.”

announcing the acquisition of HR, payroll and crew management software

AdonisHR had acquired onboard

specialist AdonisHR in September,

operations systems vendor Shipadmin

followed by a partnership between

in 2023. In October this year, having

Adonis and Certus Online in October.

joined forces with AdonisHR, Ripple

The acquisition of Norwegian

said it was now serving more than

family-owned Adonis, backed by

380,000 seafarers on more 2,000

‘substantial’ financial investment from

vessels in nearly 100 countries.

Combs joined Ripple in June 2024

New York-based software holding company Bleecker Street Group, was

– with a background in leadership,

described by Ripple CEO Heather

operations management, business

system, it talks to others – a real digital

Combs as “a transformative moment

development and strategy, she was

record,” she said.

for both our companies”.

hired as CEO to help integrate the four

Modularity is key for flexibility, so

companies, she explained at a press

customers will be able to add modules

are set to build upon our leading market

briefing in London. “If we think about how

as per their requirements, without

position and redefine Crew Success

these companies have come together,

having to purchase additional products

Software to optimise crew safety,

each of them represents one component

from other suppliers, resulting in “a

efficiency and overall performance from

part of software for an end-to-end solution

most cost-efficient and use-friendly

a single, unified platform.” Ripple, she

really aimed at helping humans on board.”

experience”. Ripple, she said, is about

She said: “By combining forces, we

said, was proud to be the go-to platform

She believes that digital platforms

“for all maritime HR needs, from seafarer

can support the human element ‘from

‘maximising crew success’.

So here’s a question – is Ripple

recruitment to retirement’ – notably

on the side of the seafarer or the

Ripple Operations was formed

including seafarer recruitment and

owner/manager?

through the merger of New Orleans-

retention; improving safety; creating

based MarineCFO and Vancouver-

more dynamic training options;

that solves the pain points of the

based Marine Learning Systems (MLS),

supporting scheduling and provide

organisation in a way that puts the

whose e-learning and skills assessment

ease of crew change; and simplifying

seafarer at the heart of it,” said Combs.

solutions are being integrated into the

reporting and compliance.

“This may be oversimplistic, but the

recruitment to retirement”.

AdonisHR product suite. “Specifically tailored for the maritime industry, the

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“Our goal is to put it all together, so when crew data is uploaded into one Issue 112 November/December 2024

“The idea is to create a system

industry is about those who serve the vessels and those who serve the

Crew Management

Sigrid Kviteberg

are weak and target the training,” said Izzard. “There can be a correlation of training with the log – if it is noticed that that have been a lot of incidents, to make operations safer there can be targeted training in response. It will be interesting to see if the industry could drop standard training expectations in favour of a more

Alastair Izzard

dynamic, responsive training based on a body of evidence, i.e. less rigid training.”

humans on board. We fall squarely on

explained that MLS does not provide

Heather Combs said that since

serving the humans on board. However,

content but provides the software

joining Ripple, her favourite part of

sometimes these things intersect – the

platform. “Most sophisticated clients

the job has been going onboard and

idea is to help facilitate the workforce

want to do their own stuff – maybe

learning about vessels and individuals.

that wants to do the job and reduce the

using third party content but also

“There are almost no conversations

friction of that job.”

adding their own specifications. So we

where I don’t learn something new,”

are content agnostic.”

she said. “And there have been

The new generation of seafarers do everything on their phones, and expect

An integrated platform offers the

some surprises. This is an industry

to do so, she noted. “For example,

potential to pinpoint if a seafarer has

that has not experienced the digital

swipe in and out, rather than a paper-

been rostered to carry out a certain task

transformation of many other industries

based system. I think that is what young

but has not done the relevant training

that I have been part of in the past

seafarers will expect.”

recently, he said. If the seafarer does

10 to 12 years. Coming into the

not have the required capability, this

maritime space, I was asking – who

agreed that digitalisation would be

could generate a block on the roster

is the main competitor? The almost

key to recruitment and retention of

plans – or, by having an understanding

universal answer is – ‘pen and paper’

young seafarers. “If someone has to do

of where crew are at any one time, the

or sometimes someone fancy says

something with pen and paper, they will

system could help schedule in a short

Microsoft Excel. There are companies

likely move to somewhere else,” she

refresher session. “Hopefully we can tie

that do pieces of our puzzle but there is

said. Digitalisation is a growth sector,

that into training.”

not really a universal market.”

Sigrid Kviteberg, COO at Adonis,

The Ripple team also said that

Ripple, she said, was looking to

where technology can be used to ensure

the system could identify who will

buy other companies. “We are quite

safety and, therefore, guard reputations.

be onboard at any one time and tie

inquisitive in the market about what

“A bad reputation if something happens

this into MLC hours of work and rest.

products and solutions to add to

can be so damaging.”

“Some companies don’t know when

the platform. It could be partnership

they go into potential violation of

building or buying.”

Kviteberg emphasised, particularly

Digital records are more accurate than pen and paper records, “which

MLC hours – they are using pen and

Shortly after the press briefing,

are also sometimes done wrong on

paper and only afterwards will see

Ripple made its next move – entering

purpose”, she said. “Digitalisation can

there was non-compliance. Now they

Adonis under the Ripple Operations

make sure that the seafarer is being paid

can be proactive.”

brand into a strategic marketing partnership with Certus Online, provider

appropriately – for example, tracking the

There are plans to ‘close the loop’

pay rate according to where the ship is.”

on training – for example, if a seafarer

of maritime booking and operational

Digitalisation could also transform

taking part in a firefighting drill is seen to

solutions. The Certus Booking Platform,

‘old-fashioned appraisals’ to include an

have not put on the correct equipment,

known for its advanced passenger

evaluation model, including seafarers

it would be simple to enrol them into

booking and route management

evaluating themselves, she added.

appropriate refresher training. “So

functionalities, will be integrated with

rather than just training every two years

the Adonis HR and payroll systems to

automatically, you can see where people

offer a ‘fully unified platform’. l

Alastair Izzard, COO at Ripple Operations,

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Alternative Viewpoint Skirting around mental problems

By Michael Grey, MBE, an internationally respected maritime commentator

mental problems, why should seafarers be any different

I

in merchant vessels, exacerbated by the moves to

from the rest of society? When wellbeing is being

multinational manning and the huge shrinkage in crew

taken seriously and regarded almost as a human right,

sizes. From there it was just a short technical hop to the rise

it is appropriate that this isolated segment of society

of the personal device, people stuck in their cabins and a

represented by the seagoing workforce should equally well

solitary life.

Fox sums up the change perfectly, which was replicated

n an age of anxiety, with an extraordinary growth in

This exactly mirrors the way in which technology has

be the subject of attention.

There is probably no real mystery as to why seafarers

changed behaviour ashore, and one might suggest that

suffer and one can list issues of isolation, the lack of

there is a clue here to the plague of mental problems that

connectivity with the shore-side world, a lack of friends in

afflict modern society. You clearly cannot turn the clock

the cross- cultural and mixed language scenario afloat. The

back, but it is a fact that people have had technology

difficulties of generating any sort of ‘society’ in the small

inflicted upon them without any real effort to teach people

numbers of crew members rattling around in big ships of

how to use it.

Can seafaring be reinvented to make it a more pleasant

today are arguably important contributors to this lack of enjoyment in the 21st century seafaring life.

and less solitary experience? You can provide decently

In the days of more generous manning, in a well-organised

furnished accommodation, with recreation spaces, of

ship, there would be a crew member specifically appointed to

course, but you probably need to look more carefully

make life aboard more tolerable. In the ships I sailed in, it was

at the composition of the crews you are hiring to foster

the most important task of the Fourth Mate, whose reputation

greater compatibility. It is not much use expecting a cheery

was made on an ability to organise the crew with a range of

society to emerge when the only conversation that is not

diversions – competitions – tournaments – film and library

work-related is a request to “pass the salt”. Where is the

replacements and the like. Probably regarded as confounded

‘wellbeing’ in that sort of life? l

nuisance, the diligent 4th Mate kept the whole complement occupied and active during their leisure time and it was a useful task that sadly has now disappeared, with the arrival of personal ‘devices’ that keep people alone in their cabins and never talking to anyone.

When did this happen? In Robert Fox’s 1985 book on Antarctica and the South Atlantic, he cites the way that the arrival of video which “has completely changed the social pattern of lives aboard ships of the Navy”. Ten years before, as explained above, he reported “much thought and energy was expended in mess activities chess and card tournaments and quiz competitions.” Fox suggested that the crew of the ship he was aboard behaved in an “introverted” fashion.

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Issue 112 November/December 2024

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35

Training

Mentorships play a crucial role in future-proofing maritime The maritime industry is undergoing a period of change, and organisations need to respond in kind, investing more into mentoring resources that support and attract the next generation of leaders, writes Heidi Heseltine, Founder & CEO of Diversity Study Group.

T

oday’s maritime industry

and progress career pathways.

is complex and rapidly

Ultimately, it is an investment in the

evolving. We need people

continued success of shipping.

that can meet the challenges and opportunities presented by the drivers of change, including decarbonisation and emerging

programmes have become

vessels), an increasing demand for

a popular resource for both

data to inform strategic decisions

attracting and upskilling

making and the application of

workforces. Organisations are

artificial intelligence (AI), and the

embracing mentorship programmes

growing focus on physical and

for a variety of reasons.

To keep pace with this change,

Ship Management International

In recent years, mentorship

technologies (on shore and on

psychological safety in workplaces.

36

Growing popularity of mentorships

For one, employees who participate in mentorship

the shipping sector must adapt and

programmes report higher levels of

future-proof its operations. The

job satisfaction. According to the

workforce will need to be nimbler

HR Research Institute, 78% of HR

and more flexible than ever before.

professionals said the professional

And when factoring in an industry

guidance and emotional support

that is also facing a skills shortage,

from mentoring has “a positive

there is no better, or more

impact on individual development”.

urgent, place to begin to face the

Mentorship programmes provide

challenges ahead than in upskilling

positive reinforcement as they help

its current workforce.

individuals feel more confident in

Mentoring is a clear part of the

their roles and equip them with a

solution: done well, it can nurture

stronger sense of purpose, which

and refine talent already within

in turn increases the likelihood of

companies to create future leaders

them staying put.

that will determine the trajectory of

As mentors provide guidance

our industry. It reinforces maritime

on career paths, offer advice, and

as a solid career choice for would-

provide crucial industry insights,

be recruits and burgeoning

employees can make more informed

professionals, where they can easily

decisions, as well as more easily step

access opportunities to nurture

on the upward mobility ladder within

their continued development

the company. Further, mentorship

Issue 112 November/December 2024

Training

programmes boost performance levels

the industry. At the same time, they

experience sharing between the

at work since employees are regularly

will increase their understanding

mentoring pairs. This is designed to

learning new skills and receiving

of what matters to up-and-coming

help mentees achieve and nurture a

feedback on their progress.

generations, develop their own

healthy combination of in-demand

leadership insights, gain useful

soft and hard skills.

In recognition of this, the Diversity Study Group (DSG)

feedback, and refine their mentoring

Further to this, an Alumni

has launched its Crest Maritime

skills. They will also expand their own

Programme will be established for

Mentoring initiative, with a pilot

networks by being part of a diverse

current and former mentees to come

programme running through early

group of influential mentors.

together every six months to share

2025. The scheme is designed to

But it is not just the direct

their ongoing experiences, meet

attract and retain the best possible

programme participants who will

new members, develop working

talent across the maritime sphere.

benefit. Organisations will be able

relationships, and share practical

Working in partnership with

to provide employees with access to

solutions to challenges encountered

founding members Bernhard Schulte

an expansive and diverse network

both in work and in mentoring.

Shipmanagement (BSM), Cargill

of industry professionals from across

Ocean Transportation, Northern

the global sector, which is critical in

a mentee in the programme. To do

Marine, Portsmouth International

a market that is heavily relationship

so, individuals should be at mid-

Port (PIP) and RightShip, this

driven. The broader rewards will be

level in their careers or above, with

important initiative will help position

fed back into participating companies,

at least five years’ experience in the

maritime as a progressive and

with mentees bringing new insights,

industry. They should also meet a

inclusive work environment.

capabilities, connections and an influx

range of criteria, which includes being

of fresh ideas. Mentoring also leads

identified as in the ‘waiting room of

enhance the skills and knowledge

to increased engagement and loyalty

talent’, with a track record of quality

of individuals who are at least

from those invited to participate

delivery and an upwards career

mid-level in their careers by pairing

and increases an organisation’s

trajectory in the organisation.

them with highly experienced

attractiveness as a place to work.

The cross-sector programme will

mentors. The pilot will initially

Additionally, mentorship

We encourage applications to be

Mentees will commit to a series of high-quality developmental

involve 15 mentees, selected

programmes can act as a Diversity,

mentoring conversations and

in cooperation with sponsor

Equity & Inclusion (DEI) catalyst,

workshops over the duration of the

organisations and matched with an

having a positive impact on an

programme. These sessions will

experienced mentor from DSG’s

organisation’s ambitions and metrics

identify priorities, deepen insights,

growing Mentor Pool.

for a more inclusive workforce. It can

develop skills and ultimately set

help dismantle barriers and facilitate

them up to take practical steps to

career advancement, offering a

progress their careers in maritime.

Crest Maritime Mentoring initiative

structured framework for guidance

The DSG team will actively support

and support. The mentorship process

mentees throughout the process,

increase their knowledge base, expand

also fosters a heightened sense of

providing them with supporting

their industry networks, and become

belonging, which in turn can help to

materials and a point of contact for

better equipped and more confident

cultivate a more diverse and inclusive

any queries. Given there is a fee to

to take the next steps in their career.

leadership environment.

participate, the DSG team is happy

Through participation, mentees will

to speak directly with employers

They will also be able to learn about

The Crest Maritime Mentoring

how other organisations and parts of

Core pilot programme will run over

about the benefits of the programme.

the industry operate, as well as gain

six months. Participants will attend

Alternatively, mentees can fund their

from the expertise and experience of

a range of workshops, mentoring

participation individually.

their mentors and peer group.

sessions, and masterclasses across

For more information about

six structured stages focused on

becoming a mentee or mentor,

impacted, as they will be able to

interactivity, detailed, constructive

please contact Heidi Heseltine at

use their influence to help shape

feedback, network building, and

heidi@diversitystudygroup.com l

Mentors will also be positively

Issue 112 November/December 2024

Ship Management International

37

Regional Focus HONG KONG REPORT

Reviving past fortunes

A

fter years of stuttering growth

Development Board (HKMPDB)” -

the development of a green maritime

as a maritime hub, Hong Kong

replacing the existing HKMPB but

centre”, and “complete installation of

dropped out of the world’s

with an added D in recognition of

a port community system to facilitate

Top 10 busiest container ports for the

its heightened ‘Development’ role

data exchange among stakeholders for

first time in latest figures published this

- were outlined in the Chief Executive’s

further development of the smart port.”

April, overtaken by Dubai. As result,

2024 Policy Address published in

Speaking a month later at the

the Hong Kong Special Administrative

October. The new body is intended

opening of Hong Kong Maritime Week

Region (HKSAR) Government has

to “strengthen research capacity and

in November, Acting Chief Executive

doubled down on attempts to restore

promotional efforts in the Mainland and

Mr Chan Kwok-ki (pictured below)

the territory’s previous prominence as a

overseas”, the government said, as part

expanded on the plans, saying the

hub for maritime business.

of a drive to “consolidate and enhance”

government was “determined” to build

Hong Kong’s existing advantages as an

on the territory’s maritime strengths.

International Shipping Centre.

He explained the HKMPDB would be

Government plans to establish a new ‘Hong Kong Maritime and Port

The government also pledged to “promote development of high value-

“assist the Government in developing

added maritime services such as ship

policy and

broking, financing and leasing, maritime

long-term

insurance, maritime law and arbitration”,

strategy

“promulgate the Action Plan on Green

for the

Maritime Fuel Bunkering to advance

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a high-level advisory body that will

Issue 112 November/December 2024

Regional Focus: Hong Kong

maritime sector”, adding that it would include

essential infrastructure, promoting reduced port emissions,

representatives from the maritime industry to ensure “that

and providing incentives for the use of green maritime fuels,

our policies are informed by those who understand the

he detailed, as well as emphasising collaboration with Greater

industry best”.

Bay Area ports and working to create green shipping corridors with other ports.

Meanwhile, the development of high-value-added

The Action Plan sets out a number of targets, including

maritime and professional services would be promoted by “encouraging shipping principals and maritime

following the emission reduction target set by the IMO to

enterprises to establish a presence or expand in Hong

reach net-zero carbon emissions from international shipping

Kong,” he continued. “That means promoting the tax

by or around 2050; reducing carbon emissions from Hong

exemptions we introduced in the past few years for

Kong-registered ships by at least 11% (compared to 2019)

ship-leasing businesses and half-rate tax concessions for

and ensuring that 55% of the diesel-fuelled vessels in the

marine insurance, ship management, ship agency and ship

Government fleet switch to using green maritime fuels by

broking. We will also look to enhance these concessions to

2026; and reducing carbon emissions from the Kwai Tsing

ensure that they remain internationally attractive.”

Container Terminals by 30% (compared to 2021), as well as ensuring that 7% of Hong Kong-registered ships take up

The government would also “explore tax measures to encourage commodity traders to look to Hong Kong for their

green maritime fuels by 2030.

“In short, it will fast track our progress as a green

future,” he added, as well as take a number of measures to help transform Hong Kong into a green maritime centre such

maritime centre,” Hong Kong’s Acting Chief Executive stated.

as funding more green energy training courses and expanding

“Sustainability - transforming Hong Kong into a green

promotion of a Marine Department initiative introduced earlier

maritime centre - is at the heart of our policy priorities.”

this year to offer cash incentives for Hong Kong-registered ships that meet international decarbonisation standards.

Finally, the government had just published its Action Plan on Green Maritime Fuel Bunkering, he informed.

This included the development of

Issue 112 November/December 2024

Ship Management International

39

Regional Focus: Hong Kong

The Hong Kong Shipowners Association (HKSOA) was

nearly 500 destinations”, and the average length of stay of

quick to publish its response to these plans, pointing out that

container vessels in its port was 0.95 days, “about half the

these very much followed the recommendations of its own

average of 1.85 days for the world’s top 20 container ports”,

submission for the 2024 Policy Address Consultation. “We

its efficiency having earned it the reputation of being a

fully support the national strategic plan to consolidate Hong

‘catch-up port’.

Hong Kong-based ship owners and managers are

Kong’s position as an ‘international finance, shipping and trade centre’,” it said, pointing out that the city’s economic success

also raising to the twin challenges of efficiency and

“has its origins in shipping and trade, whose combination

decarbonisation, relying increasingly on Chinese yards for

initiated Hong Kong’s growth as a global financial centre and a

newbuildings and predominantly on Chinese crews for their

gateway where East meets West.”

manning needs.

In particular, the HKSOA said it welcomed moves to

Wah Kwong, for example, is one of the territory’s most

enhance the institutional framework for whipiing by what

well-established companies, in its seventh decade and run by

it called “the re-constitution of the existing Hong Kong

the third-generation family member Hing Chao, Executive

Maritime and Port Board into the ‘Hong Kong Maritime and

Chairman. It is now moving into the new segment of LR2

Port Development Board’. It has been the consensus of the

product tankers with a two-vessel newbuild order at Hengli

industry for many years that an independent, industry-led

Heavy Industry in China, the move described as part of the

body is needed for Hong Kong,” the shipowners’ body

company’s ‘strategic shift towards tankers’.

stated. “The appointment of a non-official to take up the

Wah Kwong is also involved in a joint venture with China

chair of the new organization and the strengthening of its

Gas and CSSC to build and operate LNG carriers. An initial two

research, promotion and talent development functions are

175,000 cbm tankers were ordered from Dalian Shipbuilding

certainly the right step forward.”

Industry Company (DSIC) last year featuring WinGD dual-

Speaking at various events during Hong Kong Maritime

fuel low-speed engines with integrated ICER exhaust gas

Week, HKSOA Chairman Mr Angad Banga JP stressed the

recirculation, a reliquefaction unit, and GTT’s Mark III Flex

importance of global partnerships for shipping to achieve its

membrane containment system.

Speaking at a Clean Energy Supply Chain Workshop event

Greek goals. He pointed out that Hong Kong’s hosting of the first overseas office of the London-headquartered International

in November, Hing Chao said: “Perspectives and policies to

Chamber of Shipping (ICS) demonstrated the HKSOA deems

decarbonise maritime must reflect the reality and potential

its “unique role to effectively forge global partnerships”,

of clean fuel supply changes originating in China, as well as

further highlighted by recent events of both the ICS and Asian

Chinese technology and innovation that can electrify ports and

Shipowners’ Association being held in the city.

short-sea shipping. There is also a huge opportunity for Hong

Also, reports of the decline of Hong Kong as a port may be exaggerated, Acting Chief Executive Mr Chan Kwok-ki

Kong to play a role in green energy markets related to the supply of green energy.”

TCC Group, another bastion of Hong Kong shipping this

suggested in his HKMW introduced, since it remains “one of the world’s busiest and most efficient ports”. He pointed out

time controlled by the Koo family, is also awaiting a pair of

that in the latest International Shipping Centre Development

LR2 product tanker newbuildings, this time from Shanghai

Index, Hong Kong ranked fourth, overall, boasting more than 300 weekly international container-vessel sailings to

OOCL Portugal

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Issue 112 November/December 2024

Regional Focus: Hong Kong

Waigaoqiao Shipbuilding Co (SWS). The two 114,000dwt

for delivery in 2028 and 2029. The vessels are all to be built by

aframax vessels will be delivered in 2025 and are based on a

Nihon Shipyard Co. and are of a new design optimised for fuel

design independently developed by SWS. The TCC Group

economy with the newest and most efficient engines as well

enjoys a longstanding relationship with the yard, having

as extra upgrades to further enhance the vessels’ operational

cooperated with SWS on design of the first Capesize vessels

capabilities and safety features.

Generally speaking, however, the Hong Kong shipping

ever built in China some 25 years ago.

Hong Kong’s major liner company, OOCL, in August

community is working ever more closely with their

named the last in its series of 12 new 24,188 TEU eco-friendly

counterparts in Mainland China, relishing their role as ‘super

mega vessels, ‘OOCL Portugal’, at Nantong COSCO KHI Ship

connector’ between China and the rest of the world and

Engineering Co., Ltd. (NACKS) shipyard. The company says it

becoming thoroughly integrated in the Greater Bay Area - also

has been seeking the appropriate timing to introduce larger,

incorporating Guangdong, China’s most populous province,

modern and energy-saving vessels into its fleet. With the

and fellow SAR Macao. Notably the Hong Kong Shipowners

current strong container market in mind, as well as the long

Association sent a delegation headed by its Chairman Mr

waiting time for available newbuild slots at major yards, the

Angad Banga and Managing Director Ms Sandy Chan to

company has also agreed with Seaspan the charter of six new

Beijing in late September, saying it was honoured to be invited

13,000 TEU vessels for delivery in 2026.

to national day celebrations which this year marked the 75th

Hong Kong-headquartered dry bulk shipping company

anniversary of the creation of the People’s Republic of China

Pacific Basin is something of an exception, working with

– the very historical event that led to the founding of Hong

Japanese rather than Chinese yards. Following a two-and-a-

Kong’s modern shipping fortunes in the first place. l

half-year collaboration with Japanese partners Nihon Shipyard Co. and Mitsui & Co., it has ordered a total of four 64,000 dwt dual-fuel low-emission vessels (LEVs) capable of running on both green methanol as well as fuel oil.

Two of the vessels are contracted jointly with Nihon Shipyard Co. and Imabari Shipbuilding Co., Ltd. for delivery in 2028 and 2029, and two are contracted with Mitsui & Co.

HKSOA Chairman Angad Banga (right) leads delegation visiting Beijing (below)

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Issue 112 November/December 2024

Regional Focus: Hong Kong

Ship managers can be key enablers of the digital transformation Hong Kong-based Wallem Group’s new Business Development & Marketing Director, Luis Benito, is passionate that keeping the human in the loop is critical to create business value and improve life at sea in shipping’s collaborative digital future, as he explains here

fter three decades working in many roles at

A

At Wallem, we describe the process of enabling crews

Lloyd’s Register, most recently as a Director of

to use new technologies, which will improve life at sea and

Innovation and Co-creation and Customer Success

deliver value to our customers, as ensuring the Human is

Executive Partner, I am passionate about the potential we

in the Loop. It is about making sure seafarers can see and

still have to digitally transform shipping.

understand the benefits of employing digital systems and in turn embrace those ways of working.

As maritime leaders, it is vital that industry partners collaborate to ensure that shipping’s digital transformation

We recognise that these changes can be challenging,

delivers value for vessel owners and operators and

both to existing business models and regulatory approaches,

enhances wellbeing for seafarers.

which is why it is so important that major industry partners

Having joined Wallem just a few months ago I am

co-create new ways of operating together. We need to lead

impressed that seafarers are being directly involved in

by example to demonstrate the advantages and help make it

efforts to make the best use of digital technologies to

possible for others to replicate them.

Transparency is critical if industry stakeholders are to have

improve safety and efficiency across the industry.

But there is more that can be done, with the adoption

confidence. As a ship manager this means sharing data with

of Artificial Intelligence (AI) creating new challenges ahead.

owners and customers about operational matters related to

Issue 112 November/December 2024

Ship Management International

43

Regional Focus: Hong Kong

voyage planning. route optimisation, ship maintenance and

interchanges for better business and nautical decision making,

crew training and development. In a world of continuous

and allowing seafarers to stay better connected with family

KPIs, customers need full disclosure that voyage terms as

and friends.

Technology that keeps the ‘Human in the Loop’ can also

well as their regulatory requirements are being met.

For Wallem, achieving these aims has involved

be a way of raising diversity as new systems require new skill

developing its own database platform which

sources attract different people into the industry. Wallem’s

integrates our 121 years of experience and connects

shore-based workforce, for example, is already 45% female. I

with customers’ operating systems via Application

believe that a more diverse talent pool will also trigger even

Programming Interfaces (APIs). This results in a Single-

greater digitalisation.

Source-of-Truth Platform that combines our knowledge

Discussions about AI in shipping today are now at

with operational data from today’s managing of ships to

a comparable stage to the ones we were holding on

ensure the best practices for all stakeholders involved.

digitalisation back in 2015-2016, but I believe uptake

And we have developed our own ‘Wallem GPT’ -

will come much more quickly, partly because AI is

a database of policies, procedures and regulations

already a part of everyday life and society is already

that crews can search in seconds for advice and

exposed to its benefits.

While AI will augment the technologies we already use

information on whatever they need to know. This can help them realise outcomes more effortlessly that

onboard, Wallem’s goal remains not to replace people but

are wholly consistent with best practices, to enhance

to make them more effective. Developing a hybrid way of

their own safety and the safety of the ship, as well as

working where technology enables humans to do what they

the ship’s operational performance against customer

do best will deliver more value for our customers and increase

requirements - including those driven by charterers.

job satisfaction for our people.

We can achieve alignment of action across

By ensuring that the human remains firmly in the loop that

the needs of stakeholders in near-real time, if we

integrates Wallem personnel with customers and stakeholders,

implement this technology to collaborate.

ship managers can become key enablers of digitalisation and

Faster and more agile connectivity is also playing a critical role in shipping’s digitalisation, supporting both quicker data

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engage with customers as partners to co-create shipping’s workplace future. l

Issue 112 November/December 2024

Regional Focus: Hong Kong

vessel – the handysize bulk carrier

Anglo-Eastern

Federal Clyde - manned exclusively by officers (pictured) from its AngloEastern Maritime Academy (AEMA)

turns 50

in Karjat, India. To date AEMA has trained nearly 6,000 cadets since its

in expansive mode

founding in 2009.

Group Chairman, Peter Cremers, commented: “This achievement is a great moment for Anglo-Eastern as much as it is for me, personally.

Training was a central part of my vision when we set up AEMA all those years ago. I believed then, and still believe now, that ship managers like us have a responsibility towards developing the skills of our seafarers. This ensures a certain quality standard in our industry and for our clients. I only hope others will recognise this and invest as we have done.”

On the digitalisation front, the Anglo-Eastern Fleet Performance Cenre (AEFPC) was set up in Mumbai in 2020, and the company continues to innovate in the area of IT and cybersecurity, including automatic switching between

H

Starlink, VSAT, Iridium, FBB and 4G/5G

ong Kong-based Anglo-Eastern

Euronav-linked CMBTech – has already

networks aboard vessels to ensure

celebrated its 50th anniversary

entrusted Anglo-Eastern Technical

optimum connectivity depending on the

this summer, marking the

Services (AETS) with overseeing the

need and location of each vessel.

Layering on top of the above are

occasion by acquiring Euronav Ship

construction of six innovative dual-fuel

Management Hellas, tanker giant

Commissioning Service Operation

Anglo-Eastern’s managing of novel

Euronav’s ship management arm. The

Vessels (CSOVs). After delivery,

ships that feature advancements

move takes Anglo-Eastern’s fleet of

beginning 2025, the vessels will be

in machinery and incorporate new

ships under full technical management

under Anglo-Eastern technical and

fuel types. Ahead of taking on the

past 700 in number, with another 500

crew management.

aforementioned Windcat dual-fuel hydrogen-powered CSOVs, the

under crew management; enhances its

Hojgaard welcomed the move,

footprint in the large crude oil carrier

saying: “Anglo-Eastern is grateful for

company was recently appointed as

market, and cements a strong local

the trust placed in us by Windcat to

technical manager for the Fortescue

presence in the Greek market.

be a part of this innovative project

Green Pioneer, the world’s first

developing the next generation of

dual-fuelled ammonia vessel to have

Eastern, commented that the move

hydrogen-powered offshore vessels. By

successfully completed propulsion

would “enable both companies to

combining our deep industry knowledge

and manoeuvrability trials in the Port

focus on what they do best and reflects

and shared vision for a greener future,

of Singapore.

Euronav’s utmost confidence in Anglo-

we are confident this investment in clean

Eastern’s ability to deliver as a ship

energy technology will pave the way

how it takes care of its 39,000+ seafarers

manager and wider initiatives related

for more environmentally responsible

and over 2,100 shore employees, saying

to safety, quality, digitalisation, crew

maritime solutions.”

it has deployed over 60 initiatives

Bjorn Hojgaard, CEO of Anglo-

training and decarbonisation”.

At the same time, Anglo-Eastern

Anglo-Eastern also prides itself on

covering mental health, physical

As a concrete example of this

passed another major milestone this

wellbeing, transparent communication,

new partnership, Windcat - an arm of

summer by having a first manged

occupational safety and ESG. l

Issue 112 November/December 2024

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45

Regional Focus: China

Chinese car exports fuel Sallaum Lines expansion

T

o cater for the rapidly increasing

environmental impact. By utilising dual-

Chinese car exports and capitalise

fuel LNG technology, the new buildings

on the growing importance of

guarantee a reduction in carbon dioxide

Chinese OEMs (Original Equipment

emissions by 25%, if not more, with

Manufacturers), Swiss-based Sallaum

additional retrofits further contributing

Lines has ordered six additional

to the company’s global commitment to

Pure Car and Truck Carrier (PCTC)

combat climate change.

vessels, opened an office in China and

To further strengthen its ties with

announced plans to expands its main

Chinese OEMs and facilitate smoother

European terminal.

operations, Lebanese-owned Sallaum

The order was placed with the

Lines has established an office in China.

reputable Fujian Mawei Shipbuilding

In parallel, Sallaum Terminal, the

Co Ltd. (2 x 7.500 RT SDARI design)

central hub of Sallaum Lines’ shipping

and China Merchants Jinling Shipyard

activities in Europe, has outlined a

(Nanjing) Co. Ltd. (4 x 7.400 RT

substantial investment initiative to

Deltamarin design). Each vessel has a

sustainably enhance and expand its

capacity ranging from 7,400 to 7,500

operations at the Port of Antwerp-

Car Equivalent Unit (CEU) Pure Car and

Bruges, specifically at Haven 332. A key

Truck Carrier (PCTC) design.

component of this plan is the construction

Upon the conclusion of phase two

of a multi-story Parkhouse covering

of the project, the terminal’s capacity

the infrastructure to accommodate

47,000 sqm. With the completion of phase

will undergo further augmentation,

fluctuating volumes efficiently and

one of its multi-story Parkhouse project,

reaching a total of 17,000 units,

flexibly. These PCTC vessels incorporate

the terminal’s capacity is set to expand

thereby significantly amplifying its

forward-thinking and eco-friendly design

to 15,000 units, making a significant

capability to handle vehicle shipments

elements that drastically reduce the

enhancement in operational space.

efficiently and effectively. l

This expansion will strengthen

CSM celebrates 10 years in China

C

olumbia Shipmanagement (CSM) has celebrated

“And it’s allowed to be a very different market. We,

10 years of serving the China maritime community

Columbia, have had to understand and we do understand

with President and CEO Mark O’Neil highlighting

that each one of our clients and each one of our regions is

the ‘wonderful diversity of shipping’.

CSM Shanghai hosted a special evening of celebrations

very particular to itself and it is allowed to be. And that is the wonderful diversity of shipping.”

Mr O’Neil also praised the dedication and commitment

in Shanghai, marking a decade of delivering its fleet of specialised services to the maritime industry in Asia. The

of the staff, including the company’s business partner for

event featured speeches from Madam X. L. Dong, Deputy

the region, Terence Zhao, Managing Director of Singhai

Director of the Pudong Commerce Committee, and Mr. T.

Marine Services. He also thanked Demetris Chrysostomou,

Xu, General Manager of Shandong Shipping Corporation.

Managing Director of the Asia region, for his dynamic

In a speech delivered by Mark O’Neil, President and

leadership under which the company has witnessed a

CEO of the Columbia Group, he highlighted how CSM had

substantial transformation of CSM services in Asia. l

formed strong relations in the Chinese market, with mutual understanding and respect for the region reflected in the range of services the company is now able to offer through using the latest technology and optimisation techniques.

“The Chinese market has been a challenge for Columbia. There’s no doubt about that,” he said. “It’s very different. It’s a very different market from other regions.

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Regional Focus: China

Norsepower launches world’s first dedicated rotor sail factory in China

for the maritime industry and pioneer of the rotor

N

imitators but also strengthens the company’s ability to serve

sail market, is proud to announce the opening of the

the burgeoning €60 billion wind propulsion market with its

world’s first dedicated rotor sail factory in Dafeng, China. This

reliable and cutting-edge product. With more than a decade

landmark development showcases Norsepower’s commitment

of experience and a proven track record, Norsepower

to innovation, advancing sustainable solutions, and supporting

product remains the most advanced and widely used in the

the growth of wind propulsion in shipping.

world, with outstanding uptime track record on most of the

orsepower, a global leader in wind-assisted propulsion

The new factory not only sets Norsepower apart from

installations to date.

The new factory, strategically located near key shipping routes and shipyards, will initially have the capacity to produce

Anu Vuori, Consul General of Finland in Shanghai, spoke

50 Norsepower Rotor Sails per year, with plans to scale up

at the opening ceremony, emphasising the importance of

to 100 units by the end of 2027. This increase in production

Finnish–Chinese cooperation: “This facility embodies the

capacity reflects Norsepower’s drive to meet the growing

best of Finnish innovation and Chinese capability, and their

demand for sustainable maritime technologies. It also

shared bond as sea-faring nations. Norsepower’s work here

demonstrates the company’s dedication to providing timely,

in Dafeng shows how we can address global challenges

high-quality fuel-saving and emission reducing products for its

together, bringing high-tech solutions that will benefit both our

global customers.

economies and our environment.”

Heikki Pöntynen, CEO of Norsepower, remarked: “With

The opening of the factory underscores Norsepower’s

this state-of-the-art facility, we are reinforcing our position as

position as the original innovator in the rotor sail industry. With

the leader in wind-assisted propulsion products. Norsepower

the most experience and a history of successful installations,

is the pioneer of the entire industry. It coined the term ‘rotor

Norsepower is poised to continue leading the way in wind-

sail’, opened the rotor sail market. Norsepower radically

assisted propulsion, delivering impactful solutions to reduce

modernised the Flettner rotor concept, transforming it into

emissions and improve fuel efficiency for ships around the world.

a future proof, data-driven product. Today, we remain at the

Mr. Jing Tang, Vice Mayor of Yancheng City, commented:

forefront of innovation and are proud to push the boundaries

“We are honoured to welcome Norsepower to Dafeng

of Norsepower Rotor Sail™ production to help to create an

Distric here in Yancheng. This factory not only brings new job

even more sustainable maritime future.”

opportunities and strengthens our industrial base but also

Norsepower’s new facility also represents a unique

represents a significant step forward in sustainable maritime

collaboration between Finnish and Chinese engineering

solutions. We are excited to support Norsepower in delivering

expertise, joining a proud legacy of Finnish companies,

advanced rotor sails to the global market.”

including Nokia, Wärtsilä, and Rovio, that have expanded their

As Norsepower moves forward, the company remains

operations in China. The factory is a paragon of combined

committed to bringing novel innovations and modern

know-how, featuring a diverse team of skilled engineers,

technology to rotor sails, meeting the maritime industry’s

scientists, and motivated industry professionals committed to

needs for sustainability and efficiency, and helping protect the

Norsepower’s vision of sustainable shipping.

planet for future generations in the centuries to come. l Issue 112 November/December 2024

Ship Management International

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Issue 112 November/December 2024

Regional Focus: Türkiye Report

TÜRKIYE REPORT

Resilient amid regional tensions

“Türkiye with its strategic geographical position serves as a vital bridge between East and West.

Its ports and shipping routes are not merely conduits for goods but are lifelines that sustain global trade and economic stability.”

T

hese were the opening words

landscape of increased geopolitical

particularly onerous, he observed,

of Tamer Kiran (pictured

and geographical ‘tensions’,

for trade entering areas deemed

below), Chairman of the Turkish

particularly those affecting the Black

“high risk” and for “smaller shipping

Chamber of Shipping, in his introduction

Sea, Panama and Red Sea regions. In

entities” - both of which might be

to the Turkish-British Shipping Forum,

particular, missile attacks in the latter

considered as applying to most of the

organised jointly by the Chamber and

were causing many ships to divert

Turkish industry.

Maritime London, with the support of

round the Cape of Good Hope rather

One of the few of the positives of

P&I insurer NorthStandard, in Istanbul

than passing through the Suez Canal

the Red Sea situation for Türkiye may

this October.

- and hence the East Mediterranean

be that the country now presents an

– he noted, and despite increased

even more attractive trading partner

on to outline the

freight rates had brought significantly

for the rest of Europe than before, he

profound effect

higher operational and insurance

added, especially with its rising output

on the maritime

costs for vessel operators. This was

of high-value goods.

Kiran went

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49

Regional Focus: Türkiye Report

Meanwhile, the extensive sanctions imposed by the EU, UK

2023, there has been no noticeable growth. However,the

and US on Russia have had “several notable impacts on Turkish

growth from the beginning of 2022 to 2023 was 23.32%.

maritime trade’, he continued, “due to trade disruptions,

Furthermore, the most significant capacity increase occurred

increased scrutiny, regulatory compliances, and economic

over the 23-month period up to the end of November 2023,

pressures. Certain sectors within Turkish maritime trade - such

with approximately a 65% rise.”

The structure of our fleet is shaped by raw material

as energy transport, shipbuilding & repair, financial services -

production in Turkey and neighbouring countries, he

have been particularly affected.

“Turkish ports have also experienced several impacts from

continues, rising exports of manufactured goods and related

the sanctions on Russia, such as decreased trade volume,

imports, as well as the demands of international maritime

increased compliance costs, [and] diversion of trade routes

transport. Hence the composition of the fleet is 46% bulk

which particularly affect goods that would typically transit

carriers, 18.5% crude oil and crude oil/product tankers, 12.6%

through Turkish ports on their way to or from Russia.” There

general cargo ships, 9.6% chemical/products tankers, and

has also been an overall dampening effect on maritime trade

4.9% container chips.

due to the “broader strained economic relations” between the

In fact, “Critical developments in the Black Sea, Red

two countries. All this has created “a challenging environment

Sea, and the Bab-el-Mandeb Strait have led to a more rapid

for Turkish ports, requiring them to navigate the complexities

capacity increase in Turkish maritime transportation, driven by

of international sanctions while maintaining efficient

emerging needs,” the TSA Secretary General explains. “These

operations,” he said.

geopolitical developments have positively impacted our sector

But despite these ongoing crises Turkish shipping has

for the following reasons.

demonstrated “remarkable growth and innovation with a fleet

“Firstly, Turkey’s neutral stance during the Russia-Ukraine

that continues to grow and modernise,” the Turkish Chamber

war has significantly increased trade and transit cargo flows

of Shipping chairman concluded, helping the country remain

from these countries to Turkey and other destinations.

“Additionally, the insecurity caused by the war in both

“a beacon of strength and stability” in the region.

Speaking at the same event, Metin Düzgit, Vice Chair of

Ukraine and Russia has led companies in these countries to

Düzgit Group and International Chamber of Shipping Vice-

shift their commercial activities to Turkey, which they perceive

Chair for Türkiye, noted that the country’s shipping industry

as closer and safer.

“The war and related tensions have caused global

had survived numerous disruptions in the past, caused by events such as the closure of the Suez Canal (1967 – 1975) and

maritime trade routes to undergo changes. These necessary

various regional conflicts and blockades.

adjustments have extended distances for ships from certain

Fellow panellist Sadan Kaptanoglu, CEO of Kaptanoglu Group and Past President of BIMCO, agreed but added

countries while allowing ships from Turkey and similar nations to carry the same cargo over shorter distances.

“Although there are other reasons, both large and small,

her personal view that shipping is better placed to ride out the turbulence this time around thanks to its “stronger

these developments have greatly stimulated the appetite of

regulatory framework”.

Turkish investors in Turkey/Türkiye,” he concludes.

At present, there is no specific plan to implement a

However, she went on to emphasise how decarbonisation was imposing a heavy additional burden on shipowning

Tonnage Tax System to enable Turkish shipowners to compete

companies like her own, with uncertainty over future fuel

on equal terms in the global arena and this is a frequently

options serving to stall newbuilding investment decisions. And

discussed topic among Turkish shipowners. The TSA

while ordering vessels that were ‘ready’ to use alternative fuels

conducted a study with the Turkish Chamber of Shipping four

in the future sounded a sensible approach, in practice this

years ago, examining the systems of various countries and

meant sacrificing cargo capacity for more complex machinery

exploring how such a system could be adapt to the Turkish tax

configurations, she noted, especially significant on the smaller

framework. The topic remains very much on the TSA agenda.

“While all of Europe and many maritime countries of

vessel sizes favoured by Turkish ship owners.

the world are implementing this system, the absence of

TONNAGE GROWTH

such a system is tying our hands, “says TSA President and

“The tonnage of the fleet controlled from Turkey, which

Chairman of the Board Cihan Ergenc (pictured right, below)

I may refer to as the Turkish Merchant

has said. “In this case, our shipowners

Fleet, reached as of the end of November

may prefer to work on the flags of

2024,” informs Hüseyin Çınar (pictured

other countries in order to maintain this

right), Secretary General of the Turkish

competitive power. Once something is

Shipowners Association (TSA). “When

gone it’s hard to come by! Especially it is

compared to the figures from November

very difficult for the ship owner to return.

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Regional Focus: Türkiye Report

But if the opportunities there are given in Turkey, I think

shipping and constitutes nearly half of our fleet in terms

those who left can come back.

of numbers, to this process. The advanced average

“Our state will gain an incredible amount of added value

age of these vessels diminishes the motivation of their

with this system,” he added, explaining that the tax system

owners to invest in digitalisation and decarbonisation.

the TSA aims to establish would not only generate significant

We recognise the need to develop a specific project to

foreign exchange inflows for the country but also strengthen

address this.

“The most crucial project for these vessels is the

the competitive power of Turkish shipping. “Turkish-owned vessels have the capacity to generate freight returns of

renewal of nearly 700 vessels with an average age

approximately 17-20 billion USD,” he said.

of 23 years. However, current financing difficulties stand as a major obstacle to the renewal of these

FLEET RENEWAL

ships. If financing can be arranged under favourable

Meanwhile, Turkish shipowners are undertaking significant

payment terms, both for shipyards and for shipowners

initiatives regarding digitalisation and decarbonisation with

purchasing these vessels, the Turkish coaster fleet

their larger tonnage vessels. To advance this process, they

could gain significant competitive strength in the

have formed a cluster focused on joint procurement, informs

Mediterranean region.

“Securing this financing would also present a

Hüseyin Çınar, within which needs are assessed, and suitable

significant opportunity for Turkish shipyards in terms of

purchases are made.

newbuild projects,’ he adds, although noting that Chinese

“In addition, while large shipowning companies strive to renew their fleets in compliance with new regulations, small

yards still enjoy a significant competitive advantage in

and medium-sized shipowning companies are making efforts

terms of cost due to their ship financing model and scale

to transition from smaller tonnage to larger tonnage vessels,”

of shipyards.

he says. “This creates a dilemma: on one hand, new vessels are

Nevertheless, “If a proper financing model can be

entering the Turkish maritime sector, and on the other, older

established and financing opportunities are created, the

large-tonnage vessels are being introduced.

Turkish maritime transportation sector has the potential

“However, we are facing greater challenges in adapting our coaster fleet, which operates short-sea

to offer attractive opportunities to investors,” concludes the TSA Secretary General. l

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51

Regional Focus: Türkiye Report

Sedef Shipyard lowers first block for Turkon Line newbuilding, largest containership ever built in Türkiye

Yards moving ahead with green newbuilds

A

ccording to latest available figures, the number of

dual fuel vessel will feature a diesel & battery hybrid

Turkish shipyards had increased to 85 by end-2023

propulsion power, as well as being capable of sailing on

with last year’s newbuild production totalling some

renewable e-methanol produced from wind energy and

80m gt, of which nearly 50m gt were ‘green’ ships.

biogenic carbon. The SOV is intended to serve the world’s

EU countries are the most important market for

largest offshore wind farm, Hornsea 2, located off the UK’s

Türkiye’s shipbuilders with a noticeable trend towards

Yorkshire coast in the North Sea.

environmentally friendly, alternative-fuel, electric and

Cemre is engaged in building two other vessels for

hybrid ships – areas where the country’s yards are fast

Esvagt, one of which is a new compact SOV design again

amassing an enviable track record.

powered by batteries and diesel engines, Also this summer, Cemre Shipyard launched the first

On June 1 this year Cemre Shipyard launched the world’s first e-methanol-fuelled offshore windfarm Service

two of four vessels ordered by Scottish ferry operator

Operation Vessel (SOV). Under construction for Danish

CMAL for its CalMac arm serving the country’s offshore

offshore operator Esvagt, the innovative 93-metre-long

islands. Isle of Islay and sistership Loch Indaal will be

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Regional Focus: Türkiye Report

deployed on routes to the inner Hebridean islands of Islay and Jura, offering a substantial reduction in carbon footprint due to the vessels’ hybrid diesel/battery propulsion systems.

With two yards in Türkiye and a third under construction, Sanmar Shipyards has almost five decades of experience in the field of building tugboats where it enjoys a reputation for innovation and excellence. To sate it has built more than 300 tugs, including battery powered, LNG-fuelled, methanol, hybrid and

Cemre Shipyard building ferries for Scotland’s CalMac

autonomous vessels.

Among current projects are four electric battery-powered tugs that Sanmar is building for

boxships but will be the first vessels built in Türkiye to

Türkiye’s state-owned BOTAŞ Petroleum Pipeline Corporation.

operate on five different fuel types - LNG, MGO, HFO,

based on the exclusive-to-SANMAR ElectRA 2500-SX design

VLSFO and ULSFO.

from renowned Canadian naval architects Robert Allan Ltd.,

Commenting at the ceremony for the first vessel block

the ground-breaking emissions-free tugs will each have battery

being laid in the yard’s drydock (pictured), O. Alkın Kalkavan,

banks producing 5,085 kWh, as well as backup diesel gensets

Turkon Line CEO, commented: “Türkiye’s largest container

for firefighting and range-extended endurance.

vessel built by Sedef Shipyard will not only contribute to our

Meanwhile, Sedef Shipyard is busy building a pair

company’s capacity but will also be a significant milestone for

of 4,000 TEU containerships for the Kalkavan family-

the Turkish maritime sector. With the completion of this giant

controlled Turkon Line. These vessels, known as

project, it will stand out not only with the size of the ship but

eco-ships, will not only be the largest nationally built

also with its environmentally friendly technologies.” l

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53

Regional Focus: Türkiye Report

Turkish ports set to grow from redrawn trade routes

G

eopolitics, shifting supply chains and increasing

“EMH2 will contribute significantly to Türkiye and

focus (and investment) on the ‘Middle Corridor’,

Mersin’s economy, said MIP. “It will create 500 direct jobs

or Trans-Caspian International Transport Route

and 5,000 indirect jobs. Additionally, MIP has signed an

(TITR), are enhancing Türkiye’s status as a hub for global

MoU with Mersin Tarsus industrial zone to set up a logistics

trade – and the nation’s key ports are responding with

park on a 200,000 sq m area.”

MIP is connected by rail and road to the country’s

their own investments.

The TITR offers an alternative for connecting China

industrialised cities, as well as Syria, Iraq and the CIS

and South-East Asia with Europe, avoiding the northern

countries. It has described Mersin as “where five continents

route through Russia or the southern route via the Suez

come together”.

Canal and Red Sea, where Houthi attacks on shipping

“EMH2 will further consolidate and strengthen Mersin

continue. It runs through Kazakhstan, the Caspian Sea,

Port as a strategic location in the Eastern Mediterranean

Azerbaijan and Georgia, linking to Southern Europe via

region,” said a spokesperson. “When we began this

Türkiye, particularly Mersin. The links to Northern Europe

journey, we declared that routes will be redrawn and now

are via the Black Sea to Constanta, or via Odesa in Ukraine

we say – routes are being redrawn.”

Elsewhere in Türkiye, DP World and the Evyap group

– presenting obvious downsides while Russia’s attacks on Ukraine and in the Black Sea continue.

completed a merger in July (2024) to “bring together the

Earlier this year, the dredging group Jan De Nul

strengths of two major ports on the Marmara Sea to create

announced that it was completing capital dredging for

a new international logistics hub that will elevate Türkiye’s

expansion at the Port of Mersin. Mersin International

pivotal role in global trade”.

DP World has taken a 58% stake in Evyapport,

Port Management (MIP), a joint venture between PSA International, Afken and IFM, launched the US$455 million

and the Evyap Group has taken a 42% share in DP

East Med Hub 2 (EMH2) project in November 2023.

World Yarımca. The ports have been rebranded as DP

Encompassing 124 hectares and with current maximum

World Evyap Körfez and DP World Evyap Yarımca. “DP

depth of 15.8 metres, Mersin offers container and

World Evyap will help meet the increasing demand for

multipurpose berths. It is already Türkiye’s largest container

sophisticated logistics in the region, boost Türkiye’s

port with annual capacity of 2.6 million TEU.

export and import volumes, open up the growth of

EMH2 will increase capacity to 3.6 million TEU; the

new sectors and strengthen the country’s growing

container quay will be extended by 380 metres to 880

status as a major hub in international supply chains,”

metres with maximum depth 18 metres, allowing MIP

said DP World.

to handle two ultra large container vessels of up to 400

The merger has delivered a combined 2,088 metres

metres in length simultaneously. The first phase is due for

of berthing space and will allow more than one ultra large

completion in quarter one 2025, with the entire project to

container vessel simultaneously at both terminals. Total

be finished a year later. The investment also includes eight

annual container handling capacity will exceed 2 million

new automated RMG cranes and four additional ship-to-

TEU, and the integrated operation includes project and

shore cranes.

heavy lift cargo services. l

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Regional Focus: Türkiye Report

Besiktas Shipyard receives record-breaking new floating dock

B

esiktas Shipyard, which claims to the most active

meticulous planning and execution. The convoy, measuring

ship repair yard in Europe, has reached a significant

450 metres in total length with a gross tonnage of 91,000

milestone with the arrival of its newly acquired floating

gt, involved seven tugboats to ensure safe passage.

dock, Dourado. The 85,000 TLC dock, measuring 345 metres

On its journey to the Dardanelles Strait, additional

in length, and 70 metres wide, has arrived in Turkey after an

precautions were taken, including temporarily halting

impressive journey through the Suez Canal, where it set a

two-way traffic to facilitate the smooth transit of the dock.

record as the largest unit ever to make the passage.

Coastal Safety Officers, three canal pilots, five tugboats, and a support vessel worked in coordination.

Purchased from Singapore’s Seatrium Group, the

The arrival of the Dourado marks a pivotal moment

floating dock Dourado is strengthened to accommodate very heavy ships and platforms, such as oil rigs, FPSOs and

for Besiktas Group, a leading Turkish maritime player,

cruise ships.

which operates three shipyards and handles over 300 sophisticated ship repair and maintenance projects

The Dourado’s journey from Singapore to Besiktas Shipyard in Yalova took 54 days, including its historic transit

annually. Once routine maintenance is completed, Dourado

through the Suez Canal which was the biggest transit

will begin hosting vessels in March 2025, significantly

operation in the Canal’s history, the towed marine unit

boosting capacity and enhancing the shipyard’s ability to

having a total beam of 90 metres. The operation required

accommodate a diverse range of vessels. l

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55

Digitalisation Track record over trends – rethinking shipping’s digital priorities

By Stephen MacFarlane, Chief Information Officer, V. Group (V.)

T

he global maritime industry

in traditional shipping routes

is no stranger to change.

are encouraging the exploration

From shifting geopolitics

of alternative passages and the

to the increasing pressures of

development of more resilient

decarbonisation, our industry

supply chain strategies.

is one that has to continuously

At the heart of all these

adapt and remain resilient to the

transformations are ship

pressures of outside forces.

managers, who find themselves

Today’s challenges are no

both with an increasing voice

different. Recent events including

to drive change and being

the Russia-Ukraine conflict, the

required to provide greater

Red Sea attacks, the situation

reporting, use more data,

in the Middle East and even the

support increased compliance

droughts affecting the Panama

and ensure continuously

Canal have made clear the fragility

improved profitability.

and interconnected nature of the

Given these demands, it is no

global system of trade on which

coincidence that digitalisation is

we all rely.

also taking centre stage. Digital

There are some opportunities

technologies are reshaping

to be found amidst the

the way the industry operates,

complexity, however. The current

allowing companies to enhance

challenges facing the maritime

operational efficiency and stability

industry, while daunting, also

through real-time tracking,

present avenues for innovation,

predictive analytics and enhanced

growth, and strategic positioning.

communication. In other words,

Companies that can nimbly

these technologies are enabling

navigate these turbulent waters

businesses to stay ahead of

may find themselves at a

the curve and mitigate their

competitive advantage.

exposure to market instability and

For instance, the push for decarbonisation is driving

operational risks.

It is for these reasons that

advancements in clean energy

shipping’s digital marketplace

technologies for ships, potentially

has exploded over the last few

opening new markets and revenue

years. In the rush to solve the

streams. Similarly, the disruptions

industry’s biggest challenges, new

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Issue 112 November/December 2024

ShipSure platform

Digitalisation

suppliers and solutions are entering

The ability to collect and

evaluating a vessel’s performance at sea,

the market each month. However, as

analyse historical data is the kind of

enabling organisations to identify trends

the digital space gets more saturated,

dependability which cannot be quickly

and predict future performance. With

shipowners are faced with a crucial

imitated using this valuable data set to

this wealth of insight, shipowners can

dilemma: how can they pick the best

inform future outcomes. Blending data

take a proactive approach to increase

digital partner from an increasing

on fuel use, maintenance schedules

operational efficiencies across a vessel’s

number of providers, all claiming to

and weather patterns with advanced

day-to-day operations.

offer the next great thing?

technologies like AI provides invaluable

Now more than ever, shipowners

The most significant differentiator

insights on future events, helping with

need a robust understanding of the

in today’s industry is not cutting-edge

predictive maintenance, saving costs,

past to chart a course for the future

technology alone, but rather the

managing risks, and much more.

with confidence. On this journey,

In practice, this can also aid

choosing the right, trusted partners

ability to display a proven track record and comprehensive historical data

compliance with tightening environmental

can be the difference between

that can help ship owners effectively

regulations to optimise energy use,

strategic advantage, operational

manage volatility and maintain their

today and in the long-term. Data can

resilience and efficiency, and getting

competitive advantage.

support with energy management and

left behind. l

V. reaches 40-year milestone

V

.Group (V.) celebrated its 40th anniversary in November, the milestone coming as the company embarks on a new growth chapter

bolstered by its recent change in ownership.

Since being founded in 1984, V.’s network has expanded from managing 35 vessels to servicing over 3,500 ships across the tanker, gas carrier, bulk, container cruise and offshore segments. Recent

with advanced machine learning and human capital to

years have also seen V. grow its V.Services portfolio

help the industry better optimise energy use, evaluate

of marine services into a core part of its business,

a vessel’s performance, identify trends and predict

enabling the organisation to provide a holistic, end-to-

future performance to effectively manage its vessels,

end solution for its clients, across ship management,

voyages and crew.

crew wellbeing (catering, travel, digital payment cards), supply chain, technical services, insurance and more.

At the heart of V.’s operations is its network

René Kofod-Olsen, CEO, V.Group, comments: “The last 40 years have been a rehearsal for the success to come over the next 40 years and beyond.

over 44,000 seafarers across all segments, each of

As the industry continues to transform at an

them supported by an onshore team of circa 3,000

exceptional pace, our mantra remains as important as

colleagues in over 30 countries and 50 offices around

ever: ‘Never Not Act’. We’re at the ready to support

the world.

our clients in navigating the industry’s complexities,

Meanwhile, V. has also invested significantly

backed by our proven track record, global scale, and

in digitalisation across its operations and offers a

digital-first way of working. It’s a strategy we’re laser

unique end-to-end digital platform, ShipSure. This is

focused on, as we continue to enable safe, profitable

described as combining V.’s wealth of historical data

and sustainable operations.” l

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57

Digitalisation

Online auction technology offers fuel buyers the opportunity of reducing bunker costs ‘at source’ A contributed article by online auction platform AuctionConnect

Per Funch-Nielsen

R

educing the cost of fuel ‘at source’ needs to

significant capital investment on top of the increased costs

be included and considered as the first part of

of future fuels. Online auctions offer an easy and low-

the optimisation process to mitigate against

cost way for buyers to reduce fuel bills even before they

rising fuel costs, says AuctionConnect, the world’s

consider the hardware or technology to improve energy

first and leading online auction platform for bunker

and fuel efficiency.

Per Funch-Nielsen, Director, AuctionConnect, says:

procurement within the shipping industry. This is even more important given the significant increase

“Ship owners and operators are already familiar with

in the cost of future fuels that will drive the energy

the importance of using clean technology to reduce

transition and enable the shipping industry to meet its

fuel consumption to mitigate against rising fuel costs,

decarbonisation targets.

particularly in a future fuels’ world, “Purchasing departments within these organisations

Most procurement departments purchase marine fuels via brokers, traders or direct with suppliers.

now need to change their mindset in relation to fuel

However, there is also the opportunity to utilise bunkering

procurement and seize the opportunity of reducing

procurement technologies, available today and free-to-

the cost of fuel at source, which they should view as

use, that simplify the complexities of traditional price

the first part of the vessel optimisation process. While

negotiation, increase transparency and reduce the cost of

the traditional elements of bunkering will always exist

procurement by always ensuring that fuel buyers get the

in the relationship between buyers and suppliers, the

best possible price. Platforms like AuctionConnect enable

opportunities of digitalising and using technology for

buyers to invite multiple fuel suppliers to bid against each

transactions are huge in creating efficiencies, transparency

other in reverse auctions and drive bunker fuel prices

and reducing costs.”

down below Platts’ rates. Buyers can make substantial

AuctionConnect analysed 1.3 million tonnes fixed

savings on each tonne of fuel they purchase, depending

on the platform across a range of global ports over an

on the circumstances in the market and the specific

18-month period against a Platts benchmark, identifying

bunkering port.

total cost savings of $7 per tonne. In a future fuels’ world,

With future fuels being a key element of meeting the shipping industry’s decarbonisation targets by 2050,

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this opportunity for cost saving is greater and even more important with the rising costs of fuel.

there is increasing concern in the market of the high cost

Funch-Nielsen concludes: “With fuel already the major

of these fuels, which could be as much as five times more

constituent part of an owner’s operational costs, it is clear

expensive in 2030 than fossil fuels. This could become a

that any reduction in these bills is commercially critical,

significant barrier to their development and uptake and

no matter the fuel being used. With fuel costs only rising

impact the meeting of shipping’s sustainability ambitions.

over the coming years in line with the energy transition,

Many vessel owners’ immediate response to this challenge

reducing fuel costs, by stripping complexity out of price

is to invest in clean technology and efficiency solutions.

negotiations and increasing their transparency will be of

While they are an important part of the decarbonisation

huge value to owners and operators in an increasingly

process and in reducing fuel costs, they are also a

complex supply chain.” l

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Issue 112 November/December 2024

Digitalisation

Collaboration and further integration of services needed to enhance crewing and operational efficiencies, says Boers Crew Services

A

ll eyes in shipping are on the digital revolution, with

With the rapid development of AI and the emergence

the rapid development of Artificial Intelligence (AI)

of new technologies as the industry prepares for a transition

and new technologies constantly coming to the

to green fuels, 2025 is poised to be a year of change for the sector. While Mr Smit welcomes the benefits that AI has the

market for crewing and operational efficiencies.

potential to bring, he believes it is crucial not to overlook the

However, says Peter Smit (pictured top right), co-CEO

human element involved.

of Dutch crew specialists BCS Group—Boers Crew Services,

He said, “We are still in a people business. If you use an

further collaboration and integration of digital services are

algorithm in terms of AI, it will tell you what to do. My fear

still needed.

The company has recently expanded its operations to

is that you will miss important details and rely too heavily on

Manila to ensure it has full operational capabilities overseeing

AI. We see this happening in aviation. Airlines are aiming for

the seamless journey of maritime professionals. It now boasts

short-term profits because algorithms raise flight prices when

offices in Germany, the Netherlands, Belgium, and Manila.

demand is high. Consequently, customers are turning to other airlines that don’t have these algorithms and run the risk of

Attending the Seatrade Maritime Crew Connect Global conference in Manila, Mr Smit discussed how the industry

losing a loyal client. I believe this is the challenge; we need to

must collaborate and integrate services to ensure the care of

balance new technologies with ensuring we continue to offer

seafarers and provide companies with the most cost-effective

our customers the best level of service.”

Mr Smit believes that companies should be more willing to

solutions to crew changes.

collaborate with each other, and services can be streamlined

“Travel involves many complexities, and without it,

through data and information sharing.

maritime professionals cannot reach their vessels. It is a crucial part of the process that gets the crew to the ships. We

He added: “The manning agent is the last in line. When

oversee the entire journey, and our advantage is that people

someone encounters an issue and is at the end of the line,

can throw the crew change over the fence. That’s where we

it falls on the desk of the manning agent, and he must

are now; people say ‘you are the expert, please handle it’,”

react quickly to solve the problem. This often happens with

Mr Smit explained.

tramping vessels due to their typically last-minute schedules.

“The next step we need to consider is data integration,

Currently, we are seeking better integration in terms of

and the sooner this happens, the better. This also applies to

technology and information to expedite this process. At

contracts. When does a contract, or, for instance, the visa,

present, the manning agent receives problems that need

end? When a contract concludes, there is an opportunity

resolution. They send emails and make calls, but these emails

for a crew change. If we know this in advance, we can take

and calls can sometimes go unanswered. Therefore, we are

proactive measures, and we must collaborate. We need to

looking for technological solutions for integration that will

explore technological solutions that make the journey more

make problem-solving much easier and faster.”

cost-effective.”

Boers Crew Services offers the full spectrum of crew change services, including accommodation, transport, paperwork, visa processing, and medical appointment arrangements. It prioritises operational excellence and the welfare of the crew members to ensure they can sign on and off the ship as efficiently as possible.

“We complete the last mile. That is why it is essential for all aspects of the crew’s journey and voyage to work together. Connecting all the pillars is crucial. We know everything is in motion, and we need one point to unify everything. Our operational department will evolve over the years as new technology becomes available. This will enable us to make better decisions by providing us with more information”, concludes Mr Smit. l Issue 112 November/December 2024

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Tankers Sire 2.0 inspection programme ensures human factors are not over-simplified OCIMF’s increased focus on human factors through Sire 2.0 comes at a time when seafarers face a range of increasingly complex challenges.

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anker safety has always been everyone’s business, and

the safety of vessels, crews, cargoes and the environment are

SIRE 2.0 is designed to make sure human factors take

placed front-and-centre in all decision-making.”

There is enhanced focus on human factors which OCIMF

a central role. It is an evolution of the Oil Companies

International Marine Forum’s (OCIMF) Ship Inspection Report

defines as the physical, psychological, and social characteristics

Programme (SIRE) launched in 1993.

that affect human interaction with equipment, systems,

The Forum itself was formed in 1970 in response to the

processes, other individuals, and work teams. “Taking a human

growing public concern about marine pollution, particularly by

factors approach means recognising that it is the people on

oil, after the Torrey Canyon tanker disaster in 1967. OCIMF

the ships and in the operations and support teams who make

has over 100 members united by the vision of a global marine

safety work, but that human error still occurs in interaction with

industry that causes no harm to people or the environment. It

conditions, systems, and/or other people. It is by addressing

focuses on promoting best practice in the design, construction,

these interactions that the industry can reduce human error and

and operation of tankers, barges, and offshore vessels.

so reduce incidents and improve reliability and productivity.”

Dr Rafet Emek Kurt, Director of the

The aim of the voluntary but widely adopted SIRE inspection regime is to enable the energy majors that are

Maritime Human Factors Centre at the

the core membership of OCIMF to make judgements on

University of Strathclyde, and co-founder of

the quality and likely future performance of a vessel before

maritime learning solutions firm WiseStella,

entrusting it with cargo. In conjunction with SIRE, OCIMF’s

says that the industry had reached a plateau

Tanker Management and Self-Assessment (TMSA) program

under the previous SIRE regime where despite

provides operators with a way of measuring the effectiveness

technical advances and more regulations, safety levels had

of their safety management systems as part of their

remained fairly steady. “Everyone started to recognise that

preparation for SIRE inspections.

a paradigm change was needed.”

With SIRE 2.0, inspectors will expect to see good quality

SIRE 2.0, in effect since September 2024, continues OCIMF’s original purpose and scope but includes more in-

hardware and procedures in place, and they will also expect

depth reporting outcomes. “The release of SIRE 2.0 ensures

the humans in charge of the processes to be aware of what

this industry is better equipped to identify, understand and

they are doing, he says. The stronger focus being placed on

respond to emerging issues and to resolve root-causes of

human factors means there are now questions to be answered

risk,” said Karen Davis, Director of OCIMF. “It represents an

by both junior and senior officers to ensure they understand

important step forward in our collective efforts to make sure

equipment and procedures onboard.

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Tankers

WiseStella shipmanagment platform

a crew. In either case, it is expected to be recognised and reported by the inspector.

Inspectors will integrate photographs taken during the inspection with external reports such as those from Port State Control. Added to the question responses and observations, this will provide more detailed, reliable, granular, and comparable information, says OCIMF. The new format and content of SIRE 2.0 is a challenge for operators and crews, says Kurt, as each will have to demonstrate a good level of knowledge. “Preparing for it is

It’s important not to under-value or over-simplify human factors, says Kurt. “Sometimes human factors are just

a multi-level task, and each will need practice, and perhaps

considered to be ‘common sense.’ Unfortunately, this is not

guidance, on the specific intent of each potential question they

the case. Understanding human factors involves recognition

will be asked.”

WiseStella offers a digital platform with a growing number

of human limitations. This starts from understanding the cognitive load of seafarers during normal, day-to-day

of functional components that includes specific SIRE and

operation and then taking that to how they can be relied on

TMSA support along with seafarer well-being monitoring.

during safety critical procedures.

Combined on a shared database, the different functions allow for a company and fleet-wide approach to safety.

“It also includes interface designs. Sometimes in our presentations, we provide visuals of different shapes, and we

The company’s Wise SIRE 2.0 tool provides questionnaire-

ask: Which one is grey? Which one is white? Our audience

based self-assessment and seamless reporting and assessment

makes various choices, but actually, they are the same

history. It also allows collaborative team-based assessment

colour – we have just changed the background. The lesson

within the organization. WiseStella also offers personalised

to be learned from this example is that context is important,

support, and in response to the evolving needs of the industry,

and the human brain can get confused if context is not

Kurt is expanding the panel of experts that can provide that

considered carefully.”

support to ensure that the industry is ready for the future.

OCIMF is well aware of the challenges associated with

Kurt points to contextual changes ahead including the adoption of decarbonisation technologies such as sails and

change. “SIRE 2.0 is a more comprehensive and robust

air lubrication, new fuels, and automation. “The rush to install

inspection regime, and OCIMF appreciates that switching

these technologies so ships can meet targets should not see

to it is a significant undertaking for all program users,”

human factors overlooked. We have smaller crews nowadays,

says Davis. “This is a necessary and exciting step forward

and while the physical workload is being reduced, the

in our collective ability to reduce risk and harm to people

cognitive workload is increasing significantly.”

and the environment.”

The cognitive workload involved in undergoing SIRE 2.0

Davis says the Forum will continue to work with its

inspections has also increased, at least temporarily while the

Programmes Committee to incorporate industry feedback

industry adjusts to it. SIRE 2.0 inspections are now handled

and to adapt to the ever-evolving landscape of maritime

digitally from tablets, and this facilitates the individualization

operations, ensuring that SIRE 2.0 remains at the forefront of

of each inspection to suit a particular vessel and risk profile.

safety standards. l

Vessel operators and crews need to be prepared to answer questions sourced from a 1,600-page digest; core, recurring questions as well as a variety of other questions tailored to the vessel or specific focus areas for OCIMF safety campaigns.

The SIRE 2.0 process requires that the inspector observes officers and crew performing their normal day-to-day activities.

Inspectors will also interview officers and crew on aspects of their duties which may not be undertaken during the inspection, such as the use and demonstration of life saving and fire-fighting equipment.

Inspectors have been trained to better understand the impact of the inspection on crews, and OCIMF has recognised that crew nervousness and fear are significant performance influencing factors. Sometimes, this may be due to the inspection itself or it may be a pre-existing factor amongst Issue 112 November/December 2024

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Analysis LNGCs - short term pain for long term gain

By Ian Cochran

Dire warnings of below breakeven LNG carrier short term daily spot rates were given by several leading owners and operators in early November.

F

or example, Petronas’ shipping subsidiary MISC said in its third quarter 2024 results presentation that the outlook for spot rates moving into the fourth quarter

and beyond was softer, driven by a high number of vessel deliveries, limited additional liquefaction capacity, and moderate European demand.

As a result, LNGC players faced a potential asset impairment risk, as the lower rates may affect the longterm asset values.

Furthermore, heightened geopolitical tensions could disrupt certain contractual arrangements, which may have also an adverse financial impact.

Flex LNG Speaking to analysts afterwards, Kalleklev explained:

Recently constituted, Capital Clean Energy Carriers’ (CCEC) head, Jerry Kalegiratos said that the LNGC

“We saw rates at around $85,000 in the middle of August,

2-stroke spot market rate average for the third quarter of

which is a historically good rate, but then the market

this year was $73,404 per day, compared to $160,308 per

fell off a cliff starting in September. And we are now in

day in the same period last year.

a market which is pretty poor if you are looking at the spot market, but longer term, as evidenced by the new

RATES TO WEAKEN FURTHER He agreed that spot rates had and will weaken further

contracts we are announcing, the market for longer term demand is still very healthy.”

into the fourth quarter amidst firm fleet growth and

Banchero Costa

delayed project start-ups.

Flex LNG’s Øystein Kalleklev, commented: “During this winter season, the freight market has come under pressure, due to a combination of high fleet growth, relatively small arbitrage between Europe and Asia, marginal intra-month arbitrage disincentivising floating storage, while export volume growth remained lacklustre at about 1%.

“Hence, we have seen spot rates behaving totally differently from the seasonal norm in the fourth quarter with spot rates for modern tonnage being pushed down to the $20,000s where you effectively trade steam tonnage out of the market,” he said in his results presentation.

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Analysis

AMPLE SHIP SUPPLY

Average spot rates fell to around $20,000 per day in the Atlantic and just $12,000 per day in the

The number of available ships has been increasing,

Pacific, according to Fearnleys’ weekly report on 13th

helped by the influx of ship deliveries. As a result,

November, however, Kalleklev explained that Flex LNG’s

the market is amply supplied with LNGCs and rates,

daily operating expenses were around $15,000 per day

rather than picking up in September, have been going

for the year.

down to around $25,000 per day for modern tonnage,

“Demand is strong as evidenced from the LNG

which means the higher fuel using tonnage was at

prices, but it’s really the supply, which is the bottleneck

$10,000 with all of the steam ships being priced out

with projects coming on stream, some of them later

of the market.

this year and then into ’25 and ’26. We estimate around

The numbers of spot voyages this year, compared

6% growth next year,” he said, adding that this was

to previous year, picked up from 157 fixtures recorded

only one of the explanations why the spot market was

from Q1 to Q3 last year to 278 this year.

trading poorly.

He expected the market to stay poor for the remainder of the year, which will have implications for

Banchero Costa

steamships of which there are still around 200 in the market. Around 21 of these are still quite modern.

Many had been fixed on 20- to 25-year charters with several due offhire in the next couple of years.

As these ships are now technically and commercially obsolete, scrapping activity will increase, he thought, leading to a re-balancing of the market in 2027.

Newbuilding prices are stable, supported by a flurry of containership orders, which were still being negotiated, resulting in the yards being more or less full to 2028. Prices are down a bit from their peak, but were still at around $260 mill for 2028 deliveries.

With the higher interest rate environment, keeping

“On the import side, Europe came out of the winter season with high storage levels, and has sourced less LNG

the long-term rates steady at $85,000 per day will be

this year, which has opened up the market for other players,

needed for these investments. l

like China, growing at a healthy 10%, and India at 18%.

“The volumes (ships) are not utilising the Panama or

Banchero Costa

Suez Canals, but still the number of ships being delivered is outpacing tonne/mileage demand,” he said.

Asian buyers were picking up cargoes when European players were less eager to purchase, especially flexible US LNG. China is running at around 10% growth and a reasonably healthy growth pattern was seen from the South Central Asian nations - India, Pakistan, Bangladesh where higher growth is forecast.

With shipping costs being so low, it makes sense to bypass the Panama Canal rather than paying the tariffs, Kalleklev said.

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AdHoc

MSC reiterates call to minimise whale collision risk Mediterranean Shipping Company has welcomed the launch of the second edition of the World Shipping Council’s (WSC) Whale Chart, a navigational aid for seafarers mapping all mandatory and voluntary governmental measures to reduce harm to whales, including from Underwater radiated Noise [see also Clean Oceans section].

The original Whale Chart, launched last November at MSC’s Geneva headquarters during an international event convened by the WSC, focused on helping seafarers plan their voyages and minimise the risk of whale collisions.

MSC was the first company in the industry to reroute ships off the coasts of Greece and Sri Lanka to protect endangered whales, and in 2023 the company adjusted the course of approximately 565 vessels. It also participates in voluntary speed reduction programmes in whale habitats.

In addition, MSC been exploring the use of data and new technologies to better detect whales – including trialling high resolution thermal cameras on vessels to monitor whale activity. l

IRS plays key role in Stitched Ship Project In a remarkable endeavour to celebrate and revive India’s ancient maritime legacy, the Stitched Ship Project is recreating a 4th-century common era vessel using traditional shipbuilding techniques.

The initiative, led by the Ministry of Culture in collaboration with the Indian Navy, M/s Hodi Innovations, and other stakeholders, draws inspiration from historical references such as Ajanta murals and ancient texts.

This project embodies India’s long-standing connection to maritime trade and innovation. Indian Register of Shipping (IRS) says it is proud to play a critical role in this project by ensuring that the reconstructed ship conforms with modern safety and design standards. While maintaining historical authenticity, the vessel’s design has been refined to comply with appropriate stability and strength requirements for the intended sea voyage retracing ancient trade routes, including a significant journey to Bali, celebrating the legacy of India’s cultural and economic exchange with Southeast Asia. l

CSC celebrates every ability with charity EMBRace Relay Marking the end of its 35th anniversary year, the Cyprus Shipping Chamber successfully organised a charity ‘EMBRace Relay’ (3.5 km) along Limassol Seafront on Sunday, 8 December 2024. The event, also accompanied by a 35km Marathon, coincided with the International Day of Persons with Disabilities earlier that same week.

In the Relay Race, local children with disabilities surpassed the traditional limits of ability by carrying the baton, exchanging it every 750 metres and finishing together as a team, accompanied by staff from the Chamber’s Shipping Member-Companies and their family members.

The event concluded with the President of the Chamber, Mr. Themis Papadopoulos, presenting the net proceeds of the event to the Pancyprian Organization of People with Disabilities.

At a press conference held a few days beforehand, CSC Director General Thomas Kazakos unveiled the Chamber’s new brand name for all its charitable activities: ‘Cyprus Shipping Cares – CSC’. l

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AdHoc

PSA unveils its Supply Chain Hub @ Tuas PSA Singapore (PSA) carried out the ground-breaking for PSA Supply Chain Hub @ Tuas (PSCH), a central part of its strategic expansion within Tuas Port, in October.

This state-of-the-art facility, scheduled to be ready by 2027, will be seamlessly integrated with Singapore’s extensive supply chain ecosystem, acting as Regional Distribution Centre and Container Freight Station and including cutting-edge technologies such as advanced robotics, automation and smart warehousing systems.

“Rapidly evolving global trade patterns require us to rethink our business strategy and model,” said Mr Ong Kim Pong (centre left), Group CEO of PSA International. “With the PSCH on board, our collective strength and synergy will enable PSA to harness the full potential of our combined port and wider logistics network to deliver unmatched efficiency and reliability in service routes and networks.” l

Hapag-Lloyd christens flagship in namesake city ‘Hamburg Express’, the new flagship of Hapag-Lloyd, was christened in a ceremony at the Container Terminal Burchardkai in the Port of Hamburg in early November. She is seventh in a series of 12 containerships of 24,000 TEU being built at the Hanwha Ocean shipyard in South Korea - the largest boxships ever to sail under the German flag.

As the ship’s naming patron, Eva Maria Tschentscher – Hamburg’s First Lady and the wife of Hamburg’s First Mayor Dr. Peter Tschentscher – performed the traditional christening of the vessel which currently operates on the FE3 Far East service between Asia and Europe.

“With the ‘Hamburg Express,’ we are setting new standards in technology and sustainability,” said Rolf Habben Jansen, CEO of Hapag-Lloyd. “She will reinforce our status as the number one in quality and efficiency for our customers, especially on the strategically important Far East-Europe routes.” l

Mission to Seafarers celebrates decade of service in the Philippines The Mission to Seafarers (MtS) has marked its 10 years of dedicated service to seafarers and their families in the Philippines. From its humble beginnings as a volunteer-led initiative in partnership with the Independent Church of the Philippines, the MtS’s presence in the country has evolved into a professional, globally connected support network.

Today, the family support network boasts 17 chapters and 120 dedicated volunteers nationwide, offering comprehensive welfare assistance to any seafarers worldwide with a link to the Philippines, often in partnership with companies in the industry such as the UK P&I Club, Shipowners Association and Pacific Basin.

Thomas O’Hare, Programme Manager at MtS, paid tribute to the Mission’s team and volunteers, calling their dedication “both humbling and inspiring. We have achieved so much in these past 10 years, and I look forward to seeing what we can do in the future.” l Issue 112 November/December 2024

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Technical

Addressing Electric Vehicle risks in a rising trade

By David Tinsley The relative infrequency of fire outbreak in shipments of electric vehicles (EVs) does not translate to low risk. electric vehicles (EVs) are more likely to catch fire than

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growth, given that EVs are expected to account for between

conventional fossil-fuelled cars. What is certain, though,

30-40% of new cars by 2030, up from 18% in 2023 and

is that a fire involving the lithium-ion (li-ion) battery pack

less than 5% in 2020, there is a most pressing need for the

powering an EV has distinct characteristics which can have

industry and regulators to accelerate and align measures to

substantial implications for crew, cargo and ship safety.

mitigate risks.

Viewed against projections for seaborne transportation

here appears to be no conclusive evidence that

While some dramatic incidents at sea over recent years

The problem lies in the fact that when such batteries ignite, they are inherently more difficult to control and

entailing conflagrations on PCTCs (Pure Car Truck Carriers)

extinguish, and can burn with considerable ferocity, all the

with consignments of EVs has highlighted the risks and

while giving off dangerous gases, and with the capability of

challenges presented by battery fires, the safety issue has

spontaneously reigniting hours or even days after having

begun to take on broader form through a series of events

been apparently put out. Li-ion battery fires differ from other

in the container shipping segment. A clear correlation is

types of fire because of the propensity for a chain reaction

emerging between the rising volume of transported batteries

known as thermal runaway.

and the increase in shipboard container fires.

Hitherto, charcoal has long constituted the freight causing

EV fires are self-sustaining and not dependant on the availability of external oxygen, because the cathode material in

most fires in the box shipping sector, but it appears that li-ion

the batteries generates its own oxygen source.

batteries are now becoming the predominant source.

PCTC Fremantle Highway ablaze off the Dutch coast in July 2023. The cause of the fire has yet to be established, but the fact that nearly 500 electric vehicles were among the 3,783 vehicle load has prompted questions over EV cargo safety risks (credit: Kustwacht)

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Technical

chemical-resistant boots and other protective gear, such as

A thermal event in a li-ion battery leading to cell

drench showers for post-response decontamination.

failure can start in several ways, such as by spontaneous internal or external short-circuiting, faulty design

To the industry’s credit, certain operators in both the

or internal manufacturing defect, physical damage,

ferry and PCTC domains were relatively quick off the mark in

overcharging or over-discharge, or overheating through

implementing proactive measures, ranging from pre-loading

exposure to high temperatures.

assessments of battery condition to extra investments in advanced detection and firefighting equipment.

Cell failure results in a voltage drop and increasing

Close attention to the state of charge (SoC) of batteries

heat release and signals the onset of thermal runaway, an exothermic chemical reaction that generates more heat than is

in EVs for loading is one of the most critical factors in

being dissipated. The rapidly self-heating fire can cause a flash

reducing the risk during sea transport. Currently, new EVs

fireball or an explosion.

transported by ship typically have an SoC of 50%. It is widely

The runaway process exhibits accelerating temperature

acknowledged that the risk of thermal runaway is markedly

and heat release, together with the venting or gassing-off of

reduced when the SoC is no more than 30%, indicating that

flammable, toxic electrolytic vapours. Thermal propagation

the battery charge factor should be a fundamental factor

creates a domino effect through the adjacent cells. Whether

to be considered in the context of future guidelines or

EVs in multi-deck PCTCs, or battery consignments in

mandatory requirements.

Other expedients could potentially embrace special fire

containers, shipments are tightly packed, facilitating the quick spread of fire. Access limitations and the release of

extinguishing chemicals or agents, fire blankets, battery-

dangerous gases heighten the challenges and risks facing

penetrating jet extinguishers, and ro-ro cargo lane criteria

crew and first responders.

dimensions for EVs in PCTCs and ro-ros.

“It is apparent that most fi-fi methods can only suppress

Yet immediate action by the crew is essential if a thermal runaway event is to be averted or controlled, and typically calls

battery fires to some extent, “ says Norwegian marine

for copious amounts of water to be directed at the source of

insurance specialist Gard. “Therefore, it is crucial to prioritise

fire for a protracted period.

fire suppression, boundary cooling and fire containment

While water is an effective medium for extinguishing a

as effective measures for managing a fire until professional

battery fire in an EV shipment or a containerised cargo, the

assistance is available......The unique risks posed by lithium

sheer amount of water required has potential deleterious

battery fires must be thoroughly addressed during training

consequences for ship stability. Moreover, salt water could

and when dealing with actual incidents on board. Routines for

occasion short circuiting in EV power packs. CO2 and foam

evacuation will have to be re-assessed, particularly for ferries.”

firefighting systems may have limitations in respect of EV

Munich-headquartered financial services multinational

battery fires that can be self-sustaining for long periods.

Allianz took an early stance, first highlighting concerns in 2017

The magnitude of the firefighting task confronting typically

over the risks associated with the shipping of electric vehicles

small crew complements is all the greater where specific

and li-ion batteries. Its latest missive noted the fundamental

training in dealing with EV fires is lacking.

importance of displaying clear and precise identification on the windshield(windscreen) all EVs for transportation, detailing

Research has shown that significant amounts of vapour per kWh can be produced during thermal runaway with a

electric powering type, be it battery-electric vehicle (BEV),

li-ion battery. Even when the accumulations (clouds) are able

hybrid electric vehicle(HEV), or plug-in hybrid(PHEV). Labelling

to disperse, potential toxic effects may still occur at lower

is of added consequence for EVs with low ground clearance,

concentrations. While attempting to control the blaze, ships’

out of consideration of loading and discharging criteria set by

crews and also stevedores and first responders may encounter

vessels’ access and internal ramps and deck fittings.

what might seem to be smoke, but is in fact a mix of toxic

As well as confirming that an EV’s battery system is

gases, often pooling at floor level due to density. Whereas

undamaged and in an acceptable state of charge, all li-

individuals would normally keep low to avoid smoke inhalation

ion battery-installed vehicles for shipment should have

in conventional fires, doing so with such battery fires is

passed pressure, temperature, crushing and impact tests in

likely to prove problematic. Accumulations can also remain

accordance with the UN Manual of Tests of Criteria sub-section

combustible as well as poisonous.

38.3. Particular attention should be paid to proper securing

Freight insurance provider TT Club advocates a range of measures to mitigate the extra risks posed by gas release during li-ion fires, starting with risk assessment and early

of EVs during transits so as to prevent shifting, and charging should never be undertaken on the voyage.

Among measures under development, exploration or

detection using cameras and thermal imaging (TI). The

tentative introduction by the industry, Allianz regards the

company proposes equipping the crew or other operatives

use of fire-proof blankets devised specifically for EVs as a

with certified, full-face, self-contained breathing apparatus,

potentially valuable initiative. From an insurance perspective, Issue 112 November/December 2024

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Technical

PCTC Positive Challenger, awarded ClassNK’s new notation for safe transport of electric vehicles (credit: ECL Shipmanagement)

An updated guidance note issued last year by the UK

the company has supported the idea of vessels purpose-built for the transport of EVs, whereby the risk of fire is substantially

Maritime and Coastguard Agency (MCA) said that ship

reduced through bespoke design and equipment.

operators should instruct onboard fire patrols to check for

United European Car Carriers (UECC) has recommended

evidence of black ‘smoke’ coming from vehicles, indicating the

that a vehicle’s battery management system should emit a

discharge of nanoparticles of heavy metals, followed by white

warning as soon as an irregularity is detected. Immediate

vapour. Attention should also be paid to any ‘popping’ sounds,

shutdown is to be effected in the event of unexpected heat

which could indicate the onset of thermal runaway.

increase, voltage change, or misbalance in cells or modules.

The organisation also advocated the use of CCTV or

The company has also suggested the adoption of individual

thermal imaging(TI) monitoring and new fi-fi methods such as

cell housings so as to protect against thermal runaway,

special water lances and upward-facing hoses to cool batteries

integrated cooling heat sinks and provision for venting of

from below, and also the use of water curtains to inhibit

gases, and the use of fire-retardant materials for battery

the spread of fire to adjacent vehicles. The inference is that

casings to protect against external fire hazards.

standard, pressurised and fixed water drench arrangements

Enhanced crew training in EV and battery fire response,

may be insufficient in dealing with EV fire incidents.

Although IMO issued interim guidelines several years ago,

with an emphasis on averting or controlling thermal runaway, is a vital and urgent topic for the industry. In the ro-pax domain,

there are currently no IMO mandatory regulations in place

Brittany Ferries is in the vanguard of operators who are investing

governing EV transportation and associated fire risks. In March

in training programmes so as to equip crew with the knowledge

2024, IMO’s Sub-Committee on Ship Systems & Equipment

and skills to handle EV-specific emergencies. The company has a

agreed on a road map to address the fire risks presented by

dedicated training and firefighting centre in St Malo, which serves

EVs carried on vessels. The proposals, embracing reviews

as a hub for in-house research, fire-fighting exercises and training.

of scientific, technological and casualty information and

Besides pre-embarkation ID of EVs, Brittany Ferries

identification of the particular hazards relating to electric and

has instituted plan to install both mobile and fixed thermal

‘new energy’ vehicles, will be submitted to the December

detectors across the fleet, starting with ships serving its

2024 meeting of the Maritime Safety Committee (MSC 109)

longest routes (UK/Ireland-Spain), as well as fitting fire blankets

for consideration and endorsement.

IMO acknowledges that there are diverse opinions as to

that can be used by the crew.

The pre-emptive approach adopted by Tokyo-based Eastern

the dangers presented by the seaborne transportation of EVs

Car Liner and its affiliated ECL Shipmanagement, as expressed

and the methods to combat related fires. The organisation

in a retrofit scheme involving the 3,930CEU Positive Challenger,

has been moved to act on the question of fire safety following

has been endorsed by ClassNK. The 2011-built PCTC has been

accidents that have resulted in fatalities and major material

equipped with a system embracing three anomaly detection

losses, such as the Fremantle Highway (2023), Felicity Ace

functions using artificial intelligence (AI) cameras, focusing on

(2022), and Sincerity Ace (2019).

Firefighting aboard a ship with a crew of 20-30 is no

smoke, heat, and rapid temperature rise. Should abnormalities such as the generation of flammable gas or a rise in vehicle

easy task in any situation, let alone where the challenges

body temperature be detected, the crew is alerted.

are exacerbated by the particular characteristics of lithium-

The society has awarded the ship its FD notation,

ion battery fires. The consensus is that only through a

having confirmed that the new arrangements enable earlier

concerted effort by stakeholders throughout the supply

identification of fire outbreak in the vehicle cargo compared to

chain and maritime community, can the risk and rate of

conventional smoke detectors.

incidents be reduced. l

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Technology Nippon Paint Marine uses biomimetics to unlock the next generation in hull coatings

N

has published its whitepaper, ‘Breathing life

Nippon Paint Marine’s

into science; creating the next generation of

antifouling range was further

hull coatings using biomimetics’, detailing the role

enhanced by the introduction

that biomimetics has played in the development of its

of nanotechnology. The

patented HydroSmoothXT™ technology.

FASTAR product range uses

ippon Paint Marine, a leader in marine coatings,

The development in

A specialist team from Nippon Paint Marine’s R&D

a unique hydrophilic and

programme, which included experts in polymer science,

hydrophobic nanodomain

biochemistry, fluid dynamics and marine science, studied

resin structure to achieve unparalleled antifouling

the natural characteristics of marine life to inform the

performance, which can deliver fuel savings of over 14%

development of the HydroSmoothXT™ technology

thanks to an average speed loss of just 1.2% over a

that would be used in their industry leading coatings.

60-month period, compared to the market average speed

This approach to technology development, of imitating

loss of 5.9% over a similar time period.

nature, is known as biomimetics. The performance of

As the industry looks to innovative technologies

Nippon Paint Marine’s antifouling coatings range –

to help achieve the industry’s decarbonisation targets,

which include LF-Sea, A-LF-Sea, and FASTAR – has been

Nippon Paint Marine’s R&D team are committed to

enhanced using this technology, and has been applied to

drawing inspiration from the unique characteristics of our

more than 5,000 vessels.

natural environment to inform the development of coating

By replicating the natural surficial film found on the skin of marine life, Nippon Paint Marine researchers have been

technologies that will support customers in their efforts to reduce their carbon emissions.

Kazuaki Masuda (pictured above), Corporate Officer,

able to develop coatings that minimise friction, reduce fuel consumption, and lower vessel emissions.

Technical Division Director, Nippon Paint Marine, said: “The

In collaboration with institutions including Kobe and

development of our patented hydrogel and nanodomain

Osaka Universities, the project team focused on replicating

technologies typifies our commitment to customer-centric

these natural characteristics to aid in the development of

innovation. Maritime owners and operators face a web of

specifically designed hydrogels for paints; the scientific

constantly evolving challenges, and it is the mission of our

theory being that a hull coating could be created that

R&D team to deliver pioneering technology that supports

essentially ‘traps’ a layer of seawater against the surface

the industry as it navigates these challenges.

“At Nippon Paint Marine, we believe that by

membrane, which increases the boundary layer around a vessel’s hull, and reduces friction. Subsequent products

studying the secrets of the natural environment, we can

such as LF-Sea and A-LF-Sea, which incorporated this

continue to develop even more innovations that will play

enhanced performance hydrogel, generated fuel and

a vital role in contributing to the maritime industry’s

emissions savings of up to 12.3%.

efforts to decarbonise.” l

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Technology

Case Study: Evolution of coatings for WAN HAI

E

arlier this year, Nippon Paint Marine reported that its antifouling products A-LF-Sea and FASTAR have delivered up to 8% fuel and emissions savings for Taiwanese shipping company WAN HAI Lines Ltd. “We have been very impressed with the performance of both A-LF-Sea and FASTAR,” said WAN HAI

Lines. “Both coatings have enabled us to achieve significant fuel and emissions savings, which aligns with WAN HAI’s corporate and sustainability goals to comply with environmental regulations as well as supporting the industry in meeting global decarbonisation targets.”

Then in November Nippon Paint Marine announced the successful application of AQUATERRAS, Nippon Paint Marine’s biocide-free, low-VOC, SPC solution, to a Wan Hai vessel, in China. The AQUATERRAS coating provides sustainable protection for the hull from fouling to deliver fuel savings of up to 14.7% over 60 months compared to the market average speed loss, whilst also reducing carbon emissions.

In July 2024, Wan Hai Lines’ 71,336 DWT container vessel, M/V Wan Hai 613, entered Zhou Shan Chang Hong Shipyard, China, for scheduled ship repair and maintenance. During the dry-docking, Nippon Paint Marine applied a full coating with a newly developed low-VOC AQUATERRAS SPC solution.

Kazuaki Masuda, Corporate Officer, Technology Division Director at Nippon Paint Marine, said: “The first application of AQUATERRAS in China is a significant milestone in our product development and we are thrilled to take this step forward with our longstanding customer and trusted partner, Wan Hai Lines. The incorporation of lowVOC technology into the coating builds on AQUATERRAS’ legacy of protecting our marine environment, whilst also maintaining the industry standard in antifouling performance.” l

NPM whitepaper front cover

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Navigation Shaping the future of navigation: New data framework S-100

By Tom Mellor, Head of Technical Partnering at UKHO The shipping industry is evolving faster than ever, driven by digitalisation, new technologies, and increasing regulatory pressure. During this transition, the industry’s relationship with data will also shift. With ever increasing volumes of data at the fingertips of maritime professionals, utilising this data in the best way to boost efficiencies and report against regulatory requirements will be essential. Underpinning this is a transformative

D

eveloped by the International Hydrographic

information. The new S-100 standards will allow for real-

Organization, S-100 is a universal data framework

time updates, ensuring that mariners always have access to

that will enrich and enhance the way maritime data

the most current and relevant data to improve situational

is collected, shared and used. It’s designed to eventually

awareness, especially in dynamic shipping areas.

replace the current hydrographic data transfer standard

This will help to enable a key industry goal: “just in time”

S-57 with a more versatile framework that will enable the

arrivals. Real-time data, as well as the integration of additional

development of next-generation Electronic Navigational

data sets like tidal, current and water-level information will

Charts (ENCs) and other digital products. This is largely due

create an enhanced view of the physical environment at any

to the interoperability of dynamic data layers - such as real-

given time. This can then enable more optimised voyages and

time tidal information and high-resolution bathymetry - which

just-in-time arrival calculations - based on real-time conditions

will facilitate safe and more efficient navigation of the globe’s

- ultimately reducing fuel consumption and lowering emissions

increasingly complex waterways.

to help shipping companies take steps towards reaching the

The better, more seamless, and interoperable data that is

industry’s decarbonisation goals. Ports could also use this data

at the core of S-100 is set to help provide solutions to some

to adjust berthing schedules and improve coordination and

of the biggest challenges facing the industry today.

safety during port entry and exit.

With the rise of digitalisation and interconnected systems,

SOLVING CHALLENGES

the industry is experiencing more advanced cyberattacks.

Currently, mariners need to refer to disparate data

S-100 will bring new opportunities to strengthen

sources in order to build a complete picture of the maritime

cybersecurity. The standardisation of data formats as part of

environment. S-100 will bring these data sources together

S-100 will make it easier to apply uniform security measures

in one clear view, unlocking a far richer, and more detailed

like encryption and authentication across multiple systems to

picture of navigational routes. Additionally, fundamental to

mitigate against cyber breaches resulting from inconsistent

an adaptable maritime industry is having access to up to date

security protocols. All data will also be required to come

data that can inform better in-the-moment decision making.

from official sources such as hydrographic offices, and will be

Current ENC updates are typically released on a weekly

digitally signed to increase confidence in end users that the

basis, meaning that it takes a number of days to deliver new

data can be trusted.

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Navigation

Finally, ECDIS manufacturers and the IHO must use this transition period to thoroughly test software updates to avoid any issues, whilst also gathering evidence-based results into the advantages of S-100 to boost adoption.

To conclude, S-100 marks a new era in navigation. The framework UKHO Standard ENC

is set to deliver greater value than ever before in navigational efficiency and create an abundance

in bridge operations. This should ensure

of opportunities for safer and

to accommodate future technological

clarity on changes to what can be

more data-based navigation.

advancements, ensuring it can meet the

viewed on Electronic Chart Display and

Those who begin preparations now

requirements of emerging technologies

Information Systems (ECDIS), and how

will ultimately reap the greatest

like autonomous vessels. Accurate,

to interpret and apply the data. These

benefits once the framework has

real-time data on surroundings and

developments are being made with

been fully implemented. l

environment will be critical to the success

the mariner in mind, so while there will

of autonomous vessels - this is the data

be some upskilling required, mariners

that will form the essential navigation

should not be overwhelmed with

baseline, enhanced by on-board

substantial or illogical changes.

Finally, S-100 has been developed

sensors, to support the functionality

Ports and shipping companies will

and operability of these ships. S-100

also need to consider the short-term

is therefore ensuring a faster, safer

financial implications of the shift. While

transition for the technologies that will

the standards aim to bring long-term

shape the future of the industry.

financial benefits, upfront investment

Bathymetry

will need to be made to upgrade

ADOPTION PATHWAY

current technology.

While the benefits of S-100 are clear, the transition period to adopting the new standards presents challenges that the industry must evolve to meet, outlined in a new industry-wide report by maritime technology research company, Thetius.

There are a number of factors that will determine the exact timeframes for S-100 implementation, as well as the readiness of products to support it. Given the evolving nature of the framework, ongoing collaboration among all stakeholders will be critical to raise awareness, reduce uncertainties and support a smooth transition.

One of the major priorities is additional training for mariners involved

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Clean Oceans Reducing underwater radiated noise a win-win for emissions and ocean

By Chris Waddington, Technical Director at the International Chamber of Shipping

T

he maritime industry’s push toward decarbonisation brings

ENVIRONMENTAL IMPACT

an unexpected benefit: the reduction of underwater

Since the 1930s, studies have indicated that URN levels

radiated noise (URN). While the sector focuses intensively

have risen by an average of three decibels per decade, largely

on emissions reduction and fuel efficiency, these same measures

driven by shipping activities. This steady increase disrupts the

are quietly contributing to a healthier acoustic environment in our

natural acoustic environment, posing challenges for marine

oceans. For ship owners and operators already investing in green

life that rely on sound for navigation, communication, and

technologies, addressing URN can be a natural extension of

reproduction. While recent studies show some variation in

existing environmental initiatives, offering a dual benefit for both

trends across different regions, the overall impact of shipping

emissions and marine life.

on the underwater soundscape remains a cause for concern.

One of the key insights from recent research is the natural

For marine species, especially those that depend on

alignment between energy efficiency measures and noise

echolocation and sound-based communication, URN is akin to

reduction. Most interventions aimed at improving a vessel’s

human exposure to constant noise pollution. The continuous

fuel efficiency also contribute to reducing its URN output.

noise can interfere with essential behaviours, such as hunting,

Speed limitation, a fundamental tactic for lowering fuel

mating, and social interaction, leading to a cascade of negative

consumption, simultaneously reduces propeller cavitation and,

effects on marine ecosystems. Species like whales and

consequently, URN. Technologies like air lubrication systems,

dolphins are particularly vulnerable, as they rely on sound for

which reduce friction between a ship’s hull and the water, not

long-distance communication and navigation. Coastal waters,

only improve energy efficiency but also help in minimising

where marine biodiversity is often concentrated, are especially

noise pollution.

sensitive to URN.

The IMO’s Energy Efficiency Existing Ship Index (EEXI),

Regulatory bodies such as the International Maritime

effective from January 2023, limits the power output of ship

Organization (IMO) have begun addressing this issue. The

engines, indirectly contributing to URN reduction. More

IMO’s URN guidelines encourage stakeholders to adopt noise

advanced technologies, such as wind-assisted propulsion and

reduction measures, and national and regional measures are

techniques to ensure Just-in Time Arrival, hold promise for

providing focused protection for particularly sensitive coastal

further mitigating both emissions and noise pollution.

areas, e.g. through mandatory or voluntary slow down zones.

Underwater radiated noise refers to the sound energy

Achieving significant reductions in URN requires a

emitted from ships into the ocean. This noise originates from

multi-faceted approach. Beyond technological innovations,

various sources, with cavitation from propellers being the most

there is a need for stronger incentives. Ports and harbour

significant contributor. Cavitation occurs when water vapour

authorities, as highlighted by the IMO, can play a crucial role

bubbles form and collapse near the propeller blades due

in encouraging ship owners to adopt quieter technologies.

to pressure changes, releasing energy in the form of sound.

The International Association of Ports and Harbors (IAPH)

This constant hum of cavitation and other machinery adds to

is already taking steps to include URN reduction in its

the ambient noise in the ocean, contributing to a long-term

Environmental Ship Index (ESI), rewarding vessels that

increase in sound levels.

minimise their environmental footprint.

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Clean Oceans

Local initiatives, such as Vancouver’s

these solutions and ensuring that the

proactive noise-reduction schemes,

incentives and guidance align with

demonstrate the potential for regional

environmental objectives.

action to address this global issue.

As the maritime industry continues

Expanding these efforts to a broader

its journey towards decarbonisation,

step by releasing the Underwater

scale, with the support of international

addressing URN must remain a priority.

Radiated Noise Guide. This guide

bodies like the IMO, could create a

The environmental and economic

provides shipping companies with

framework for URN management across

benefits of noise reduction are clear. By

a comprehensive toolkit to address

the maritime industry. Instruments

embracing energy-efficient practices

and mitigate noise pollution across

such as Particularly Sensitive Sea Areas

which give the co-benefit of noise

their fleets. It details the primary

(PSSAs) offer a way to protect critical

reduction, ship owners and operators

sources of URN, emphasising the

local habitats by imposing stricter

can play a pivotal role in safeguarding

strong synergies between noise

controls in designated regions.

the oceans for future generations. The

reduction and energy efficiency,

conversation on URN has begun, but the

offering opportunities for significant

real work lies ahead in transforming this

co-benefits. The guide outlines

awareness into action.

practical design and operational

TOWARDS A MORE SUSTAINABLE FUTURE

measures that are proven to reduce

Looking ahead, the goal set by the

is ambitious but achievable. Existing

ICS AND BIMCO COMMIT TO REDUCING UNDERWATER NOISE WITH PRACTICAL GUIDE FOR INDUSTRY

energy efficiency technologies, which

Recognising the growing

also reduce noise, can help the industry

concerns around underwater radiated

meet these targets. The challenge

noise, the International Chamber

https://www.ics-shipping.org/

lies in encouraging ship owners to

of Shipping (ICS), in collaboration

publications/underwater-radiated-noise-

choose the right technologies, scaling

with BIMCO, has taken a proactive

guide-first-edition l

Okeanos Foundation to reduce ambient deep ocean URN by three decibels per decade over the next 30 years

noise levels, helping companies develop and implement effective noise management plans.

For more information and to order the Underwater Radiated Noise Guide please visit:

Issue 112 November/December 2024

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Clean Oceans

Stronger regulations needed to protect our oceans

By Peter Lanzén, Co-founder of Marinfloc, which specialises in cleaning wastewater via a process of flocculation – adding coagulants to increase the bonding of particles making them easier to separate.

Every ship leaving a shipyard with a substandard water treatment system will pollute the oceans for the next 25 years.

T

he abovementioned is a hidden crisis that fails

the bare minimum instead of investing in advanced

to reach the public even though it is pretty well-

technologies that were already available 30 years ago and

established among those whoever sailed on a

remain so today. Systems capable of reducing pollutants far

commercial vessel and even some regulatory bodies, yet

beyond current regulatory standards.

its impact on our marine ecosystems is devastating.

As it stands, there’s no incentive to adopt these

The MARPOL Convention, which governs ship

technologies. Instead, loopholes allow ships to legally

pollution, is simply not enough. The regulations allow

pollute, with no accountability for the damage they cause.

ships to meet minimal standards, enabling them to

Every vessel equipped with outdated systems continues to

operate with wastewater treatment systems that fail to

discharge waste into our seas, while we turn a blind eye to

properly handle harmful substances. These ships continue

the real environmental cost.

to release pollutants such as black, grey and oily water into the oceans for decades, contributing to long-term

THE SOLUTION IS SIMPLE

environmental degradation.

We need to close the gaps and enforce stricter requirements that mandate the use of advanced water

WEAK REGULATIONS

treatment technologies from Day One. The shipping

One might point out that there are fewer detentions

industry must be held accountable for its environmental

related to MARPOL Annex I violations today than in the

footprint, and wastewater treatment must become a

past. However, this does not mean that the equipment

priority in maritime regulations.

This problem cannot remain hidden from the public any

being used is any better than it was 20 years ago. The reality is that even Port State Control seems to have lost

longer. The future of our oceans depends on immediate

focus in addressing the issue. They no longer prioritise

action. If we continue to allow ships to leave shipyards with

these inspections or hold ships accountable for failing

substandard systems, we will be paying the environmental

wastewater systems. A quick look at SkyTruth reveals just

price for decades to come.

This issue needs to be addressed, or our oceans will

how serious the problem still is.

The issue lies in the weakness of the current regulations.

continue to suffer in silence. l

MARPOL sets the bar too low. Shipowners comply with

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Objects of Desire » OO electric According to pundits this ‘is’ the future of Jaguar and it’s proving somewhat controversial. This all-electric four-door GT is the first new Jaguar in years, built on a brand-new electric platform. Revealed (in December) this massive milestone for the British manufacturer, has intensified the debate about Jaguar’s move into luxury cars where it aims to rival Rolls-Royce, Bentley and Aston Martin. So far praised for its bold design and luxury detailing, the concept is a preview of the three new, all-electric, luxury Jaguars that go on sale from 2026, launched at an exclusive event during Miami Art Week.

All-electric OO GT

£100,000.00 jaguar.co.uk

» Affordable art?

While the most expensive paintings in the world are out of reach for many investors, the scene is still vibrant and varied should you decide to get involved. Savvy investors can make huge sums by buying pieces with potential via auction houses offering various price points providing diverse ways to enter the market, if you aren’t already there.

Pieces that have been on the list as some of the most highly valued in recent times, include a Mark Rothko that sold for $82.5 million, Alberto Giacometti’s ‘Le Nez’ at $78.4 million and Andy Warhol’s ‘Nine Marilyns’ that went for $61.1 million. newbondstreetpawnbrokers.com

» Louis Vuitton fans For the famous fashion designer there’s no end to its creations which go far beyond just clothes. Avid fans can bring a touch of Louis onto the course with the Albatros Golf Head Covers, featuring a mix of monogram canvas and black leather, created by Virgil Abloh for the ‘Leather Goods Collection.’ The set includes three different-sized covers, each lined with shearling for an elegant finishing touch.

Albatros Golf Head Covers

£1,560.00 uk.louisvuitton.com/

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Objects of Desire

» Transforming oceans The ICE 68, which takes its name from an iceberg that according to experts transformed the ocean, is a luxury superyacht built to exceptional standards by Ice Yachts. Designed

by Sinot Yacht Architecture & Design and Hot Lab Studio, it features striking aesthetics and unmatched comfort and at 68 metres long, with 1,780 GT, it boasts an expansive deck, including a 5.6-metre swimming pool, a beach club, a spacious garage for an 8.6-metre tender, and a helipad. With seven staterooms accommodating 12 guests and 19 crew members, it offers both luxury and privacy for those who can afford such exquisite style.

ICE 68

Around: £72,000,000.00 fraseryachts.com/en/yacht-for-sale/ice

» Daily voyage This bucolic bag from Hermès is a champion holdall of ingenious design, exuding effortless, sporty elegance. Now designed for men, featuring spacious volume, it’s the perfect companion for daily activities or adventures! The Clou de Selle snap closures on the sides allow for adjusting pocket openings and the signature strap means it can be carried by hand or, conveniently over luggage handles for bigger trips. In H Plume Hermès Pacific canvas.

L 49 x H 36 x D 25.3 cm Garden Party 49 voyage

£4,800 hermes.com/uk

» Whisky connoisseur Picture the pleasure of your experience when enjoying a sip of 18-year-aged single malt. Well, that’s the feeling Kilian Paris Old Fashioned Eau de Parfum bottles evoke for the whisky aroma adding another twist to this potentially exquisite gift! Delectable and refillable, this scent mimics the taste of the finest whisky, housed in a chiselled glass bottle to resemble your drink in its tumbler.

Kilian Paris Old Fashioned Refillable Eau de Parfum

£310.00 johnlewis.com

Editorial credit: Robert Way / Shutterstock.com

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Review Egypt of the Pharaohs Atelier des Lumières, Paris

One of the top art exhibitions in Paris

De Kas, Holland restaurantdekas.com/

running into spring is “Egypt of the Pharaohs: From Cheops to Ramses II” at the Atelier des Lumières. Open until March 2025, this immersive display brings ancient Egypt to

De Kas, housed in a 1920s greenhouse in Park Frankendael, in East Amsterdam,

life through digital projections,

offers a sustainable farm-to-table dining experience. An airy, rustic setting

showcasing iconic monuments like

features gardens that inspire its daily-changing, seasonal menu. Minimalist dishes

the pyramids, temples, and treasures

highlight fresh vegetables, herbs, and occasional proteins, attentive staff add

of Tutankhamun. The exhibition

depth with insights into the origins of the ingredients grown on site. This is

merges art, history, and technology

perfect for nature lovers seeking refined simplicity, its philosophy is to provide

in a stunning visual experience!

quality ingredients which are harvested in the morning and on your plate in the

Visit atelier-lumieres.com/fr for

afternoon, and was one of the world’s first of its kind.

more details.

Mealtimes With My Maritime Friends By maritime journalist Edwin Lampert The Brun Bear Foundation announces ‘Mealtimes With My Maritime Friends,’ a charity cookbook celebrating global maritime culture through 60 unique recipes from industry leaders. Paired with personal stories, this culinary journey supports vital good causes and features maritime luminaries like Arsenio Domínguez and Ugo Salerno. It’s available in paperback and Kindle formats and can be purchased on Amazon.

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books, theatre, dining, events, culture, films, festival, music, art, dvd, wine

The Years, by Eline Arbo haroldpintertheatre.co.uk/ This sell-out theatre production, currently showing, is adapted from Annie Ernaux’s semi-autobiographical novel.

Directed by Eline Arbo, The Years explores memory and identity against the backdrop of societal change. Following its success at the Almeida Theatre and Internationaal Theatre Amsterdam, it will transfer to the Harold Pinter Theatre in London until 19 April 2025. With powerful performances by Deborah Findlay, Romola Garai, and Gina McKee it’s a must-see show. The popular Victorian theatre first opened its doors in 1881 as The Comedy Theatre, staging hugely popular productions in its time.

Ski or not to ski St. Anton, Austria One of the top ski resorts in Europe happens to be St. Anton, Austria, part of the Ski Arlberg area. Known for its world-class off-piste terrain and impressive snow record, St. Anton offers steep trails that are ideal for advanced skiers. The lively après-ski scene is a huge highlight with as you’d expect, excellent lift systems and expansive slopes, plenty of accommodation to choose from including chalets and hotels.

Ski resorts are fast becoming a destination for activities other than skiing, as the climate dictates a generally shorter snow season. This is, however, a most stunning part of the world to

Editorial credit: Joss Woodhead on Unsplash

explore any time of the year … and party late into the night!

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Lifestyle Lexus mixes it up with Breakthrough Crossover premium small SUV

Road test: Lexus LBX 82

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Lifestyle

T

HINK of Diversity and you’re more likely to think of a dance troupe than a major car manufacturer deviating away from what they know and do best. But that’s just

what Lexus are up to with their latest offering.

Acknowledged as a maker of safe and luxurious SUVs and saloons, the new LBX is anything but. It’s as small as Toyota’s Yaris Cross, has about as much rear space for passengers as the aforementioned, yet comes with a hefty price tag for such a small car.

But what it does offer is a healthy smattering of luxury in a sector that has rivals that bear none of the features the LBX majors on and are about as appealing as a fridge freezer with windscreen wipers.

Billed as a premium small SUV, LBX stands for Lexus Breakthrough Crossover and while its pricetag puts it up against small EVs, the LBX is a petrol electric hybrid.

There’s appeal there for those still not convinced to go fully electric, as the hybrid combination offers decent economy and none of the range anxiety that is still at the back of the mind among some sections of the motoring public.

Obviously with these compact dimensions it falls a bit short of the requirements for a full family vehicle, but as a second car it’s a smart addition to the garage, and as a ‘round-towner’ it’s able to present a smaller profile to squeeze in and out of compact parking spaces.

It has 1.5-litre three-cylinder petrol engine with an electric motor and battery, tuned to make 134bhp. Like the Yaris Cross, the LBX is available with front or four-wheel drive, the latter a bit of a rarity in the small SUV class.

It’s been built to be a wee bit bigger than the Yaris Cross, but it’s still snug inside and rates highly on the comfort scale.

They make up for it with the plusher than you’d expect fit and finish and the use of premium materials throughout.

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Lifestyle

Every version comes equipped with a 9.8 inch touchscreen featuring navigation, voice control, and overthe-air updates, and you can use your own apps with Apple CarPlay and Android Auto.

Opt for a more expensive spec and you’ll get a 12.3 inch digital instrument cluster and heads-up display.

The central screen can also swiftly pick up favourite functions as it memorizes the ones accessed most often – a press of an on-screen button accesses them. Handy if you want to deactivate the car’s roadsign recognition software, which beeps every time a roadsign is detected and alerts you when you’ve gone over the last detected speed limit – even by 1mph.

To be fair it’s just a subtle beep and easy to get used to.

LBX also has the E-Latch doors first fitted to the NX. These need a squeeze of the exterior handle to open but opening them from the inside requires a certain skill - you push the door and thumb the release at the same time to open it.

On the road, the LBX is comfortable and you don’t get suspension crashing about like a drawer full of cheap cutlery.

The hybrid system is well subdued, with enough sound deadening on board to make the three-cylinder petrol engine almost undetectable when it does fire up.

You’ll get a distant thrum when accelerating, but really there’s no obvious engine noise when you’re cruising along.

Prices range from £29,985 to £40,545 for example in the UK. l

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Ship Management International

Issue 112 November/December 2024

Lexus LBX Takumi Design Price: £39,245 (£39,915 as tested) Engine: 1.5 litre, three cylinder, hybrid Power: 134bhp Torque: 136lb/ft Transmission: e-CVT Top speed: 106mph 0-62mph: 9.2 seconds Economy: 61.4mpg CO2 emissions: 104g/km