SHIP MANAGEMENT INTERNATIONAL ISSUE 101

22

Cover Story

ISSUE 101 JANUARY/FEBRUARY 2023 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

The urge to merge

STRAIGHT TALK 8 – The urge to merge ...or go

separate ways

INTERMANAGER OUTLOOK 19 – Adaptability and forward

thinking are core shipmanagement skills

NOTEBOOK 10 – LISW23 set to break all records at 10-year anniversary edition

12 – Maritime Single Window: the countdown begins

DISPATCHES 22 – The urge to merge

14 – Wilhelmsen Ship Management teams with Affinity to offer EU ETS services

16 – The BMA launches Get our magazine digitally.

Scan QR code and fill in your details to receive.

comprehensive online incident reporting tool

FIRST PERSON 26 – Thomas Nordberg Managing Director, The Swedish Club

20 – ITIC: It’s a blame culture – so be careful what you say!

Issue 101 January/February 2023

Ship Management International

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SHIP MANAGEMENT INTERNATIONAL – ISSUE 101 JANUARY/FEBRUARY 2023 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

BUSINESS VIEWPOINT P&I and Law

SHIP REGISTRIES 44 – Ship registers and class -

working together more closely than ever

29 – Beware befriending stowaways!

30 – Legal issues facing nuclear-

52 – Palau rises up the rankings

powered commercial ships

80 – Isle of Man Round Table Debate ALTERNATIVE VIEWPOINT 89 – Getting a grip on the ‘green energy gap’ : Dr Martin Stopford

ANALYSIS 90 – Car carrier market at full throttle TECHNICAL SMI INDUSTRY WEBINAR 94 – ‘Greener’ designs for bulkers, 55 – Ports need to Digitise if they the commodity carriers are to cut costs and cut emissions

Classification

32 – RINA develops LNG and

hydrogen pioneering propulsion concept

REGIONAL FOCUS Singapore

ALTERNATIVE FUELS 35 – Biofuels – no need to wait on infrastructure to decarbonise

Reality to help minimise accidents

64 – Preparing for a next-gen future 72 – Covid impact switches the OBJECTS OF DESIRE focus to quality managers 98 – Our pick of the most coveted 73 – MTM Ship Management - an creations owner’s perspective

74 – ABS Singapore makes simulation a reality for system modelling

CREW WELFARE 38 – Lingua franca of the sea

REVIEW 100 – Bringing you the best in

arts & culture

opens door to opportunities

42 – Leveraging data to drive

MARITIME SAFETY 96 – Prevention at Sea: using Virtual

progress on Diversity, Equity and Inclusion (DEI)

AD HOC 78 – Our regular diary section

LIFESTYLE 102 – Open our selves that we may see,

feel, hear and taste wonderful things

Next issue The March/April 2023 issue of SMI is to receive bonus distribution at Nor Shipping and during both UAE Maritime Week and Gibraltar Maritime Week and will examine some of the key technical and geopolitical challenges facing shipping.

Regional reports will include a focus on Scandinavia, a world leader when it comes to maritime green tech, as well as on Gibraltar, traditional gateway to the Med and meeting point for Europe with North Africa The issue will also feature SMI’s ever popular Crew Travel Round Table, where publisher Sean Moloney will discuss vital issues affecting the movement of seafarers with travel management experts. The worst of the pandemic and crew change crisis may be over, but has the travel market reverted to its ‘old normal’ and if not how should shipping companies react?

For advertising enquiries, please contact Sales by emailing sales@elabor8.co.uk You can also keep abreast of news and subscribe to our daily newsletter at shipmanagementinternational.com

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Ship Management International

Issue 101 January/February 2023

The shipping business magazine for today’s global ship owners and ship managers January/February 2023

|

Issue 101

STRAIGHT TALK Join the debate @ShipManInter

Visit our website www.shipmanagementinternational.com

Download our App Ship Management International

The urge to merge ...or go separate ways

T

he past three months in the

reliable company” able to offer “more

Hamburg Süd and Sealand brands

shipping world have been

comprehensive” services, especially at

into the uniform corporate identity for

dominated by news of would-

a time of unprecedent change in the

good measure.

market – which serves as a fair enough

be mergers and separations.

On the combining front, the cover story for this issue is the planned tie-up

summary of a root cause behind this

that critical mass is a good enough

latest crop of mergers.

antidote to the ‘urge to merge’. Aided

In this context it is worth

between OSM Maritime Group and

The latter developments suggest

and abetted, of course, by market

Thome to form a new heavyweight

remembering that something similar

fortunes, which on the one hand

ship manager, OSM Thome. Speaking

happened in the aftermath of the 2008/9

have seen container giant benefit

exclusively to SMI, the two CEOs give

financial crisis, when the phrase was

from massive windfall profits over

their rationale for this proposed union,

coined of ‘huddling to stay warm’.

the past two years that allow then to

But merger plans don’t always

finesse their own individual corporate

work out, as shown by the acrimonious

strategies, while at the same time the

main protagonists behind the coming

end to the proposed merger between

tanker market has completely turned

together of P&I clubs North and Standard

tanker giants Frontline and Euronav

around in owners’ favour since the

last year (see SMI 96), that marriage now

that has played out over recent

Euronav/Frontline merger was first

set to take effect from Q2 onwards.

months. Likewise, liner behemoths

mooted a year ago and looks set to stay that way awhile.

and for mergers in general.

In similar fashion, we interviewed the

And as this issue went to press,

Maersk and MSC have called time early

news breaks of the ‘merger between

on their 2M vessel sharing agreement

To paraphrase that cod political

equals’ of leading bunker suppliers BMS

due to run another two years, both

saying (referencing ‘the economy’) coined

United, Bunkernet and SBI that they say

now preferring to go their separate

back in the early 1990s: ‘It’s the shipping

will form “a larger and financially more

ways, Maersk also deciding to fold its

markets, stupid’. l

Published by

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

Sales Enquiries Julian Berry Phone: +44 (0) 1296 682 051 Email:jberry@elabor8.co.uk Editorial Bob Jaques

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Finance Lorraine Kimble Phone: +44 (0) 1296 682 051 Email: accounts@elabor8.co.uk

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Ship Management International

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 Margie Collins Ema Murphy Rob Auchterlonie David Tinsley

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

Issue 101 January/February 2023

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

Notebook LISW23 set to break all records at 10-year anniversary edition

initiative. It keeps the UK maritime sector on the front foot.”

Joining via satellite link from Greece, shipowner Dr Nikolas Tsakos, CEO of Tsakos Energy Navigation (TEN), described how he has been an “enthusiastic supporter of London International Shipping Week, since its start in 2013. He stressed it was important for London to “maintain its dominance as a major shipping hub”.

Separately, The UK Government announced in early February that £77 million funding would be made available for maritime green tech projects under a ‘Zero emission vessel and infrastructure’ (ZEVI) competition.

Transport Secretary Mark Harper (pictured) commented: “When it

L

Baroness Vere said: “British

offshore services, will showcase many of

comes to tackling climate

Week 2023 (LISW23) was

leadership in maritime matters, and

their world-leading maritime offerings.”

change, we are taking

delighted to welcome the

London International Shipping Week is

Outlining the themes for this

action on all transport

new Maritime Minister Baroness

a unique opportunity to put our talents

year’s events he said: “LISW23 will

modes, which is why we’re

Charlotte Vere to its launch event

in the spotlight and show the world just

focus on ‘Reframing Risk in a Complex

making sure our world-

held at the London offices of Norton

how much the UK has to offer.

Market’, covering the topical issues

ondon International Shipping

“I look forward to 2023’s 10-year

Rose Fulbright in late January,

has a greener future. This multi-million-pound

attended by some 220 guests from

anniversary event which marks a

security, human resources, business

investment will help the latest tech ideas become

across all UK and international

renewed and reinvigorated effort to

and technology – to name but a few.

reality and ensure UK waters will play host to

maritime sectors.

champion our world class maritime

And with this comes the commercial

green cargo ships, ferries and cruises in the next

sector to the world, along with a

realities of managing and operating

few years.”

in her new role, the Minister pledged

commitment to promote the boundless

daily global seaborne trade of essential

to put maritime “front and centre” in

opportunities for UK wide growth and

commodities which cannot simply

take place from September 11 to 15 throughout

Government, highlighting her three

investment that come with it.”

be reset to suit social and political

various locations in London and the UK. The

demands. Actually it cannot stop at

LISW23 Headline Conference will be held at the

In one of her first public speeches

key priorities for UK maritime as being:

With an anticipated 400+ individual

London International Shipping Week 2023 will

economic prosperity, decarbonisation

events run by over 100 Sponsors

any time as shipping services billions of

London headquarters of the International Maritime

and seafarer protection.

and more than 100 Supporting

customers on our planet every day.”

Organization on Wednesday 13 Sept, while the

Organisations – as well as charities and

Welcoming guess on behalf

glittering gala dinner on Thursday 14 Sept is

Government departments – LISW23 is

of host Norton Rose Fulbright,

hosted for the first time beside the River Thames

already well on course to be by far the

Simon Hartley, global co-head

at ‘Evolution London’ in Battersea Park and is

biggest and most popular in its decade-

of NRF’s shipping group, noted

scheduled to go on late into the night. l

long history.

how important LISW has become

Denis Petropoulos, Chair of the

Baroness Charlotte Vere UK Maritime Minister

10

leading maritime sector

of compliance, decarbonisation,

Ship Management International

in the international maritime

For further information about LISW23,

LISW23 Board of Advisors, described

calendar. “LISW has discouraged

including event details, sponsorship

LISW as “where the United Kingdom,

complacency in UK maritime and

opportunities and delegate guidance please

together with its traditional maritime

enabled it to meet the challenges

see the dedicated website:

institutions, with their rich history and

from other spheres,” he said. “We

www.londoninternationalshippingweek.com

long experience in maritime and

are extremely grateful for the LISW

Issue 101 January/February 2023

Issue 90 March/April 2021

Ship Management International

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Notebook

Maritime Single Window: the countdown begins

F

rom 1 January 2024 it will be compulsory for

A host of experts from across the shipping and ports

ports around the world to operate Maritime

sectors explored how MSWs fit with national digitalisation

Single Windows (MSWs) for the electronic

strategies, the best approach to designing and implementing

exchange of information required on ships’ arrival at a

MSWs to suit Member States’ maritime trade facilitation

port, their stay and their departure.

objectives and objectives to achieve the greening of

This mandatory change follows the adoption by

shipping. Also discussed were the concept of interoperability

the relevant International Maritime Organization (IMO)

and understanding how to apply industry standards to

committee of amendments to the FAL (Facilitation of

harmonize electronic data exchanges, as well as port call data

International Maritime Traffic) Convention last May.

requirements, and the development of strategic partnerships.

Opening the Symposium, IMO Secretary General

With only one year to go until the implementation date, IMO hosted a two-day Symposium on the subject,

Mr Kitack Lim called mandatory MSWs “a significant

jointly organized by IMO, IAPH and BIMCO, with the

step towards accelerating digitalisation in the maritime

support of the International Port Community Systems

trade” as well as “an opportunity for all stakeholders in

Association (IPCSA), this January.

shipping, and a necessary step forward.” l

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Ship Management International

Issue 101 January/February 2023

Notebook

Wilhelmsen Ship Management teams with Affinity to offer EU ETS services

W

ilhelmsen Ship Management (WSM) and Affinity Shipping

have signed a Memorandum of Understanding (MOU) to jointly establish an independent company that will provide comprehensive compliance services related to the EU ETS (European Union Emission Trading System).

The company’s offering will be the first of its kind, offering a complete outsourcing service for shipping ETS management. The service integrates technical ship

products, EU Allowances (EUA)

the company that will provide a

management and carbon allowance

registry management, analysis of ETS

turnkey solution for ship owners’

procurement to support shipowners,

exposure, and regulated advice on

and operators’ needs in the way

managers, and operators in the new

emissions markets.

of emissions reporting and trading

“We are delighted to be

support. It’s a powerful pooling

collaborating with Affinity on this

of expertise that furthers our

December among EU negotiators to

important initiative, which will

aim to assist clients in managing

include maritime shipping in the EU

bring added value to customers

their financial exposure to the

ETS, ship owners and operators will

and ensure full transparency in the

approaching energy transition.”

need to acquire emission permits for

whole value chain,” said Carl Schou

40% of their applicable emissions in

(pictured, left), CEO and President

arm of the Wilhelmsen group

2024, increasing to 70% in 2025, and

of WSM. “The partnership aims

and one of the industry’s largest

100% in 2026 and every year thereafter.

to provide a seamless transition

third-party ship managers with an

into EU ETS compliance, as well as

extensive global maritime network.

management expertise to the table,

prioritizing our clients’ interest by

Affinity Shipping has had a carbon

including verification of emissions

managing emission allowance in the

desk since 2018 and provides

reports and compliance with the

most efficient way possible.”

client-specific regulated advice and

era of emissions compliance.

Following the agreement in

WSM brings technical

existing EU Monitoring, Reporting

Richard Fulford-Smith (right),

WSM is the ship management

agency broker services for carbon

and Verification (MRV) framework,

Managing Partner at Affinity

emissions management. The new

while Affinity brings experience in

Shipping, added: “We look forward

joint venture company will be based

the sale and purchase of carbon

to working with WSM to launch

in Oslo, Norway. l

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Issue 101 January/February 2023

Notebook

The BMA launches comprehensive online incident reporting tool

I

n line with its commitment to consistently high standards and exceptional service, The Bahamas

Maritime Authority’s (BMA) is pleased to announce that it has developed a comprehensive online incident reporting portal for use by managers and owners which has now been launched.

The BMA’s online reporting portal is said to the first of its type to be employed in the maritime sector and has been developed to simplify the process for its clients, acting as a one-stop shop. Replacing the nine forms that might currently be used to report anything from a serious

and will also lead the user through

The new reporting tool is just

marine casualty to a birth at sea,

the stages of reporting – asking only

one of a number of initiatives that

the portal meets all the reporting

for relevant details and flagging any

The Bahamas Maritime Authority

requirements of the Merchant

supporting material that is needed.

has been introducing recently to

“In terms of data collection and

enhance its online services and

Shipping Act and other national and

analysis, it will make it much easier

digital offering to its customers. The

The main benefit of the new

for us to identify trends across our

BMA is ‘leveraging technology’ to

system is efficiency with all relevant

fleet so that clients can benefit from

strengthen its online service, says MD

information being captured at the

each other’s experiences. This will be

and CEO Capt. Dwain Hutchinson.

same time, reducing duplication of

particularly helpful to managers and

“The aim is greater efficiency

effort completing multiple forms.

owners who have only one or two

and cost-effectiveness for our

Equally important will be that the

vessels operating and so wouldn’t

customers, aligned with the mutual

collected data can be more effectively

have the benefit of seeing the wider

environmental benefits through the

analysed for trends within The

trends in the industry.”

reduction of the use of paper.”

international requirements.

Bahamas fleet.

The new portal, which initially

The BMA is a regulatory body

will run concurrently with the paper

but also a customer service provider

and Marine Investigator in The BMA’s

system, has been specifically

that recognises the ESG principles

Investigations Department explained

designed to work even in the event of

encompassing people and the

how clients will benefit from the

the ship’s connectivity being lost. Any

environment, Capt. Hutchinson adds.

new system: “Currently it can be

report that is submitted whilst offline

“We are also working with strategic

quite a laborious exercise to report

– even if that loss occurs midway

partners on measures to address the

an incident, perhaps requiring the

through the reporting process – will

health and wellbeing of seafarers,

completion of three or four different

be stored in the client’s computer

recognising the importance of the

forms. By digitalising the process,

cache and will synchronise with The

crew to the long-term sustainability

the system itself will handle any

BMA server once the connection to

of the industry and, by extension, the

duplications of information needed

the internet is restored.

global community.” l

Nick Dowden, Assistant Director

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Ship Management International

Issue 101 January/February 2023

InterManager Outlook Adaptability and forward thinking are core shipmanagement skills InterManager Secretary General, Capt. Kuba Szymanski, anticipates key areas of focus for shipmanagement in 2023.

A

s we sail into a new year ship managers are, as always,

them in securing good freight rates. I wonder whether this ability

looking to the horizon.

to handle complex data and regulatory regimes will become

One of the great talents of good ship managers

one of the biggest commercial advantages in years to come?

is their ability to anticipate the future and adapt accordingly.

InterManager assists members to keep up to date with

This agility is the reason ship and crew managers were able

industry developments through its IMO updates, 60 minute

to continue to supply crew to ships throughout the Covid-19

meetings for members focussing on key issues, and regular

pandemic and to work together to ensure crew changes took

briefings etc. And we’re proud of how well our members work

place despite very testing logistical situations. February marks

together to resolve issues and share best practice, particularly

the anniversary of the war in Ukraine which again saw ship and

involving the welfare of seafarers.

crew managers working together to support seafarers while ensuring ships were sufficiently crewed.

There is much that can – and should – be done in relation to seafarers in order to safeguard a sustainable crew pipeline.

Shipping faces a number of challenges over the coming years,

Shipping is competing with many other industries for talent.

particularly in relation to decarbonisation and other environmental

Young people, Generation Z, millennials, they don’t have to

measures. Alongside this is the increasing digitalisation of ships

work in the shipping industry. Seafarers don’t end up in shipping

and shipping processes which will require us all to learn and adopt

by coincidence and the pool of people dreaming about the

new ways of working.

sea is getting shallower. I believe shipping needs to do more

Ship managers are already upskilling and positioning

to raise its public profile in a positive way and to highlight the

themselves to provide services and support to ship owners and

many exciting career possibilities available within maritime.

operators. With regulatory compliance in sharp focus across a

We also need to ensure that we treat our seafarers, of all ranks,

number of aspects of ship operations, many ship managers are

nationalities and genders, well and provide them with the sorts

adapting to facilitate data collection, analysis and submission,

of workplaces that younger generations expect, such as free

while also working with industry partners to develop new

access to the internet, supportive welfare provision, and ethical

training regimes which address technological advances.

corporate policies.

One area where ship managers will be central to compliance

Those of you who know me know that I am PASSIONATE

is the European Union’s impending Emissions Trading Scheme

about shipping. The sea called to me at an early age and I still sail,

(EU-ETS). The legislation is being finalised and InterManager

and maintain my ‘ticket’ to sail tankers. I love explaining to young

has been fully involved in discussions at high level to ensure the

people how amazing a career at sea can be as well as supporting

role of the ship manager is fully understood when allocating

and mentoring cadets as they make their way through our

responsibilities. The most advanced ship managers are viewing

industry. I urge you, my maritime colleagues, to do the same. We

the introduction of the EU-ETS as a potential new revenue

are our industry’s best advocate. Let’s do our best to encourage

opportunity while working hand-in-hand with owners to assist

and welcome others to join our magnificent club! l

Issue 101 January/February 2023

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Notebook

It’s a blame culture – so be careful what you say!

M

anagers are often required to produce a report post-incident, whether for Flag State, Owners or in accordance with the Vessel’s SMS, for

example. While it is helpful to have a report outlining the facts of the incident, what went wrong, and what could be improved, managers must take care when drafting a review of this kind that any findings are not used against them or their principal. The ISM code promotes a noblame culture. However, when something goes wrong, it

By Geraldine Koon, Legal Advisor, ITIC

can be the very opposite.

Any incident may lead to a dispute and costly litigation.

Parties involved will inevitably ask for any reports into the

Further, where the crew is incompetent, the vessel may

incident and scrutinise them for anything that can be used to

be considered to be unseaworthy and leave owners unable

assign blame and liability.

to defend against certain claims from third parties.

ITIC regularly see reports and correspondence issued by

Managers should also remember that any incident can

managers keen to state they were negligent and apologise

be the result of one or multiple causes, and often, until the

to owners for the sake of appeasement and provide a “good

issues are fully investigated, it will not be possible to say

service”. However, in some instances, this encourages owners

which factors were causative. They should, therefore, be

to bring a claim against managers (or a third party to sue

careful when setting out the reasons for the incident. Liability

owners) for the incident or other issues, especially when

under the Shipman is restricted to where the loss has been

relationships deteriorate at a later stage or when owners want

caused “solely” by the manager.

to find an excuse for non-payment of management fees. It

Where not necessary, the report should not refer to other

should be remembered that an apology can be taken as an

documents as this immediately brings attention to material

admission of liability. This could put the manager in breach of

that may ultimately not be relevant. For example, it will likely

their insurance policy which usually states that liability must

not be essential to include the performance review history of

not be admitted.

a crew member.

Managers should therefore ensure when reporting

Finally, in case of any doubt, managers should refer

on the incident that they do not comment on anything

the matter to their insurers and/or lawyers so that the

outside their knowledge and, is not strictly necessary to the

draft report can be reviewed first before being finalised

understanding of the incident. As far as possible, any report

and sent.

should contain factual statements only, not opinions or

If managers feel that they may face some claim, they

apportionment of blame or liability. The former is for experts

should also avoid discussing the issue internally in writing

to comment on, and the latter, for lawyers, based on the

and should be careful what they say in correspondence

relevant laws and contractual provisions.

to owners. Should the matter be litigated subsequently,

How an issue is described and blame is assigned can

20

provide proper training, where they have a duty to do so.

under English law (and many other jurisdictions), such

make significant differences in liability or how allegations

correspondence would be disclosable to the other side, so

or arguments regarding liability are shaped. For example,

managers should take care not to prejudice their position.

under the SHIPMAN agreement, broadly speaking

Again, managers are advised to inform their insurers and

managers are not liable where the crew has caused this

lawyers as soon as possible. This would also make it more

issue, even if they have been negligent. However, they

likely that litigation or legal advice privilege may be asserted

could potentially be in breach of the contract where the

over subsequent correspondence on the matter, so these

crew’s incompetence was caused by the manager’s failure to

documents would not need to be disclosed in litigation. l

Ship Management International

Issue 101 January/February 2023

Issue 101 January/February 2023

Ship Management International

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Dispatches

Dispatches

The urge to merge At the beginning of this year OSM Maritime and Thome Group announced plans to merge, creating a new giant of the shipmanagement sector, to be called OSM Thome. Under the plan OSM founder Bjørn Tore Larsen will be Chairman of the Board of Directors of the new company, and Claes Eek Thorstensen, son of Thome Group founder Olav Eek Thorstensen, Vice Chairman.

Here SMI interviews OSM Maritime Group CEO Finn Amund Norbye, designated CEO of the new company, and Thome Group CEO Olav Nortun, designated COO, about the rationale behind the proposed merger.

SMI: What factors prompted the plan by your two companies to merge?

Shipmanagement as a business is all a matter of scale these days… becoming increasingly expensive and complex Finn Amund Norbye, OSM Maritime Group CEO

team of 2,000 employees and we’ll have a pool of around

a very large office handling approx. 250 vessels. Together we will

areas just discussed. Which is why, for example, Thome agreed a

30,000 seafarers handled from 22 offices, with our head office in

be one of the three largest shipmanagement groups, along with

joint venture with Carsten Rehder whereby we would take on the

Arendal, Norway.

Anglo-Eastern and V.Group.

management of their owned and managed fleet of mainly dry

Finn Amund Norbye: Without going into too much detail, what made this [merger idea] tick this time was timing, which was perceived to be good from both companies. You can have ideas about what makes a ‘perfect fit’ but it’s all a matter of timing.

bulk, container and multi-purpose vessels.

SMI: How important a role will Singapore, traditionally a favoured overseas base for Norwegian companies, play in the new combined operation?

SMI: How important do you see scale in the shipmanagement sector today, and was that a prime reason for the planned merger?

Also crewing and crew recruitment are an increasingly important part of the business, especially after Covid and the RussianUkraine conflict have added difficulties here, so that footprint is

Both parties and owners thought the timing was good.

Olav Nortun: Thome was established in Singapore in 1963, two

Finn Amund Norbye: The way we see it size is important.

We’re a pretty good match in the shipmanagement industry

years before the Republic of Singapore became an independent

Shipmanagement as a business these days is a matter of scale,

where there’s a mix of nationalities and cultures but we’re similar

country. The location was seen then as a gateway to Asia,

which is why a number of shipping companies have outsourced

Finn Amund Norbye: The new company will have more than 20

in both, having Norwegian origins.

and since it has continued to grow as a good hub in a more

their technical management to us in recent years - including

manning offices and that number will probably increase going

important from the point of view of scale as well.

challenging part of the world. It’s a future-facing place to be and

Bergshav Management, Kristian Gerhard Jebsen Skipsrederi

forward. We need to be dynamic in the way we recruit and train

Olav Nortun: In any merger you have to find someone you

being based in Singapore has been a great journey. It’s a true

Management and GC Rieber. OSM also acquired Vestland

seafarers.

think you can work with. As Finn said, it’s a good match and the

maritime hub and Singapore will be an extremely important part

Management (in 2019) and SeaTeam Management, Singapore

timing is right. An idea like this doesn’t happen overnight, it’s

of OSM Thome going forward, obviously.

(in 2020). Shipmanagement is becoming increasingly expensive

something that matures with time until you think the size, culture and footprint all fit.

and complex. The nature of today’s business, including A ship manager’s footprint consists of two main elements. You

things like environmental regulations, sanctions compliance,

have to be in the right place for the management of vessels

cybersecurity, digitalisation and so on, is such that it increasingly

Finn Amund Norbye: Yes, this transaction started six to eight

but also have an expanded network of manning offices. The

needs scale. We need to make a lot of investments and that calls

months ago, and there have been talks also in the past. In

combination gives us a good footprint in both. It gives us the

for size and strong balance sheets.

terms of size the combined entity, OSM Thome, will manage

right flavour and presence that we need.

Olav Nortun: And it’s not only about being the biggest but

approximately 1,000 vessels, of which 450 will be under full technical management and in addition we’ll do crewing for

Finn Amund Norbye: In Europe we will handle close to 200

about 550 vessels. Operations will be managed by an onshore

vessels under full management while in Singapore there will be

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Issue 101 January/February 2023

SMI: You mentioned Covid and the Russia-Ukraine crisis, and we could add global supply chain disruption and looming recession as other problems today. Is the rationale behind the current crop of planned mergers a case of ‘huddling to stay warm’ as someone described similar consolidation after the 2008/9 financial crisis?

about being able to grow with customers and help them in the

Olav Nortun: I think it’s different this time. During Covid we

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23

Dispatches

A merger idea is something that matures with time, until you think the size, culture and footprint all fit Olav Nortun, Thome Group CEO

were restrained from doing a lot of things, and people had time to look at the business and think what we should do when we

SMI: Are there any final points you would like to make to our readers?

get out of it. We see things developing and don’t want to be left behind. So I’m not surprised that mergers are occurring.

Olav Nortun: Another reason for the planned merger is that shipping has to attract talents. It’s easier for a large company

Finn Amund Norbye: What we have seen is shipping changing

to attract people who have the right talents and a clear

a lot in the last 10 years. Companies have been growing into big

development path.

corporates, also the arrival of private equity investors. Hence, the Finn Amund Norbye: It’s important to point out that we shall

need for our services is increasing.

be continuing to operate as separate companies until the Olav Nortun: That has also provided time to reflect. When

merger is cleared by the relevant competition authorities, which

Teams and Zoom came along, it made people think differently

we hope will happen by the end of Q1. And, that we are very

and you come up with different ways to organise yourself.

excited and looking forward to working together.

So effectively it’s a learning curve. A lot of processes today will become less manual and more digitised. I would be uncomfortable NOT doing anything and risk being nibbled by ‘unlikely competitors’.

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SMI: Thank you both, gentlemen, for your time answering our questions. l

First Person

First Person

likely to be on his agenda moving forward, when he takes over on

investment management serves as a valuable complement to our

1 January?

daily work on the insurance side, i.e. the underwriting, the claims,

“It will primarily be my job to maintain our attention to provide

ensure a healthy and well-balanced portfolio.

best possible services and support to our members and clients.

The impact the current turmoil in the equity and bond markets

That is why we are here. In order for us to deliver on this, and to

Thomas Nordberg

Managing Director, The Swedish Club

be positioned for further growth with high-quality tonnage, it will

is having on the financial strength of protection and indemnity

be critical to make sure we have an organisation designed to do

clubs in general was recently illustrated when S&P Global Ratings

all the work we decide to do,” he said. “Reviewing the Club’s

downgraded its financial strength ratings of The Swedish Club

organisation, teams structure and how our global net of service

from A- to BBB+ mainly due to negative investment returns,

future challenges and opportunities. “These important

providers operate together, for the ultimate benefit of our clients

something Thomas Nordberg stresses is not a reflection of the

management moves are a part of these ambitions. We are

and business partners, will therefore serve as a prioritized key task

Club’s underwriting performance during 2022.

an international marine insurance company serving our

for me and the leadership.

“I think we, and many of our peers and other stakeholders,

members and developing our business in key areas. Enabling

“My professional background, to a large extent, comes from

are feeling frustration around this as it may be misinterpreted as

our regional teams to deliver the highest levels of business

working in regional offices in different corners of the world, which

reflecting poor performance. Nevertheless, we will stick to what

experience and expertise to their markets means that we can

is why I also feel a strong link to the Club’s regional offices as a vital

we can control and where we can improve our operations and

be sure of offering our members and business partners the

part of our organisation and collective service offerings.

results. I think it’s very much about doing what you know is right

best marine insurance solutions.

and just carrying on doing that. And we continue to deliver world-

“Looking at the business in general, new partnerships and the

class insurance protection to our members.

“To take care of current members, create new partnerships

potential for future business growth will primarily come from Asia

and maximise the potential for future business growth, we need

and other certain geographical regions, where we need to be near

to be close to our shipowners and brokers. Over time and as we

the shipowners and the brokers. Therefore, we need to ensure

Club, Nordberg said many of them would have their firm

grow as a company, the quality of the support network that we

an efficient distribution network throughout our regional offices,

thoughts about what they expect from a quality insurer like The

deliver - seamlessly interfacing the work of our regional teams

obviously together with maintaining a well-functioning “mother”

Swedish Club, such as the top-level claims and legal services

with our head office in Gothenburg - will be key to enhancing

and head office back home in Sweden. Over time and, as we are

and associated products. “This will be core, and that is what

our collective offerings to our members,” he said.

growing as a company, extended coordination and well-structured

the members primarily expect from us. The business climate

Following Thomas Nordberg’s appointment as Managing

interactions between all organisational units will be key to enhance

is getting more complex for our members. Therefore, it will

Director of The Swedish Club on 1 January 2023, succeeding

our collective offerings to our clients and members,” he stressed.

be essential for us to ensure we know what is going on in the

the excellent Lars Rhodin, it will be the second time in his career

Looking to the importance of the members of The Swedish

market. That’s something we must quickly pick up and then

Nordberg recognises that the Club’s heritage is in

that he has worked for The Swedish Club. And the irony of it all

Gothenburg: “Although small, the Swedish market is still very

make sure we are prepared to provide services to cover whatever

is that when he accepted a summer trainee position at the Club

important, and we should take good care of the remaining

needs are out there.

in 1992, he worked alongside none other than his immediate

shipping companies we have here and make sure we have a good

predecessor Lars Rhodin. Indeed, they both talk fondly about

relationship with the domestic market and cluster.”

the lunch they once had together as young lawyers.

So, after many years away, what were Thomas Nordberg’s

A

the loss prevention and associated risk management services, to

“Then obviously, our underwriting performance and insurance costs will be another key aspect, and they will want to know that we are financially solid to facilitate

And what are the market priorities facing the Club itself

long-term competitive premiums and predictability in

moving forward?

fter only two months in his job as Managing Director

impressions of the Club when he formally joined in September

of The Swedish Club, Thomas Nordberg has already

as part of the management handover? “It confirmed very

existing quality tonnage in our portfolio. However, we also need

started implementing elements of his growth

this context. That’s another key task for us,” explained

“As before, there will be a continued focus on maintaining the

Thomas Nordberg.

much what I knew about The Swedish Club, that it’s a very solid

to grow and defend our future market positions. In this context,

And what about home life? Thomas agrees that his

strategy for the Club, and they involve strengthening its

company with strong corporate values,” he said. “We have a

an increasingly scientific approach on risk selection will be key

new role won’t leave him with a great deal of time with his

presence in the important Far Eastern and London markets.

highly competent staff and I see lots of positive energy in the

to ensure expansion with the right kinds of tonnage and risks.

wife and two children, but the odd moment of relaxation

As part of a set of key management changes, Lars Malm

company. These people really want the best for the company

We need to become even more clever and analytical in our risk

could see him on the golf course or out taking the odd

will become Managing Director and Area Manager in the

and are ambitious to make sure we move on in a positive

selection processes and ensure that we have all the tools in the

long walk. “I was just talking with my wife, and we agreed

Club’s Hong Kong office, contributing with his broad range

direction while still maintaining the company’s core values.”

box to deliver on this. So, comprehensive intelligence, statistics

that it’s been incredibly hectic since I started at The

of claims, loss prevention and business development skills to

He added: “The feelings I get when joining the company

and data should solidly underpin our risk selection assessments

Swedish Club. I have been travelling so much that I’ve

further expand and serve this important shipping hub, while

very much confirm my expectations. Lars and his teams have

and decisions,” he stressed.

hardly been spending any time at home. On the other

Tord Nilsson has been appointed Area Manager, Team UK. He

done a great job building up the company to what it is today

“As we all know, investment activities are an integral and

hand, they are used to me working a lot, and a job like

will drive the Club’s reinsurance activities and lead continued

and what I’ve seen reflects upon Lars as a leader and a person.

long-term important part of running insurance operations and

this is very much a lifestyle that involves the entire family.

expansion within this vital maritime centre with the aim of

I’ve worked closely with him for several months, and he’s been

they contribute a lot to the business when investment market

I could not have done this job without their support

further establishing the London office as a full-service operation

very supportive and knows his stuff. He’s knowledgeable – and

times are good. However, investment market developments are

throughout the years and the years to come.

delivering exceptional underwriting and claims services to

of course, he has a good sense of humour.”

commonly driven by factors outside the scope of our control. Over

“We live very close to the sea, 90 kilometres south of

Without doubt, the Club places members at the heart of its

time the Club has a good track record of managing our members’

Gothenburg, and our house is just 250 metres from the

According to Mr Nordberg, the changes were

organisation and has a very good relationship with its members,

funds and investments in a way that has provided financial stability

beach, so a great place to enjoy together as a family when

important in gearing up the organisation to be ready for

but shipping is also going through a lot of change. So, what is

and support to grow our mutual insurance business. Clearly, the

time permits,” he said. l

owners and brokers.

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P&I and Law Beware befriending stowaways!

Crew should be warned not to socialise with uninvited passengers for risk of prosecution, advises Simon Hodgkinson, Head of Loss Prevention at West P&I.

S

towaways can create safety issues or legal problems for crews, especially if crewmembers befriend the person or people illegally on board. The major concern is that

seafarers who discover and subsequently spend time with the uninvited guests become sympathetic to their plight.

While friendly conversation with stowaways – who typically board a vessel in port – may seem normal and harmless, mariners can easily fall into the trap of making bad judgement calls that leave the ship and crew open to prosecution. That can happen when a stowaway explains how they boarded the ship to escape the harrowing conditions of their home country for a new life in a more developed nation.

The story may be true, but the stowaway usually shares it to gain sympathy and to emotionally manipulate the crew into helping them disembark at an upcoming port without

However, the Master and three seafarers had clearly breached

alerting the authorities. However, such action can have severe

immigration law. They were eventually found guilty of assisting

consequences for mariners.

the stowaways and smuggling them ashore, which saw them

A case study involving seven male stowaways found aboard a bulk carrier after it had left Kenya should serve as a warning to

This example highlights the perils of befriending stowaways.

all shipping companies and their crewmembers. The stowaways

Preventing them from getting on board in the first place is one

were treated in accordance with IMO guidelines, but the

of the most effective ways of avoiding this, but that is not always

situation became problematic once they struck up friendships

possible. If safeguards such as monitoring the vessel’s access

with the seafarers. The mariners agreed to help them disembark

points prove futile, the stowaways could be on board for some

the vessel at another port, while the Master failed to report to

time. This is because West may not be able to repatriate them

the shipowner that he had stowaways on board.

immediately – especially if they lack identification documents.

On learning that their final destination was in South America,

IMO’s Resolution A.871(20) Guidelines on the Allocation of

another vessel heading elsewhere. In Durban, the crew gave

Responsibilities to Seek the Successful Resolution of Stowaway

the stowaways clothes and money, before rigging a rope on the

Cases. Additional guidance on how to treat stowaways can

seaward side of the vessel to enable the illegal passengers to

be found in Section 4C of the Facilitation of International

enter the water without being spotted from ashore.

Maritime Traffic Convention. However, neither cover the risks

of the shore, but two tragically drowned as they were not strong swimmers. The remaining men reached safety and handed

severe as the aforementioned case study demonstrates.

Our advice to members is to follow the IMO guidelines and instruct crewmembers to refrain from socialising with stowaways

forcing them off the vessel and into the harbour, leading to the

or granting them special favours. Additionally, the Master should

arrests of the ship’s Master and three crewmembers who were all

notify the office immediately and provide as many details as

charged with murder.

possible if a stowaway is discovered onboard. Those details

it became clear the stowaways had embellished their story.

Issue 101 January/February 2023

of befriending stowaways – the consequences of which can be

themselves into the authorities. They then accused the crew of

Those charges were later reduced to manslaughter after

Ship Management International

Advice for dealing with stowaways is available from the

the stowaways planned to leave the ship in Durban and board

The seven stowaways planned to swim to the opposite side

28

receive suspended prison sentences and fines.

should then be forwarded to your insurer at the first opportunity to expedite the repatriation process. l

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P&I and Law

Legal issues facing nuclearpowered commercial ships

By Andreas Dracoulis, Partner, Haynes and Boone LLP, and Jack Spence, Trainee Solicitor

T

he prospect of nuclear-powered commercial vessels

Japan (who have significant collective nuclear experience) may

has arguably been on the horizon for some time. A

pave the way for a multi-lateral approach by the IMO in due

basic framework is contained in SOLAS 1974 with

course. The UK is already looking ahead to such an approach

more detailed requirements set out in IMO’s 1981 Code of

as it is now enacting legislation to implement the Code. It is

Safety for Nuclear Merchant Ships. However, aside from

also helpful that the classification societies are moving forward

some limited examples of commercial nuclear vessels,

in this area – for example, LR intends to publish high level

there was little progress.

requirements in 2023 and ABS has a contract from the US

That would appear to be about to change, given the ongoing drive to reduce shipping emissions combined with

government to research the barriers to progress.

Perhaps one of the key regulatory issues for stakeholders

recent global events (in particular Russia’s invasion of Ukraine).

is the emergency planning zone (EPZ) – an area within which

Marine nuclear power is therefore back in focus, particularly

detailed plans are required in case of emergency. For land

so because it is not yet clear which of the other low emission

based nuclear reactors, EPZs cover a considerable area.

options (e.g. hydrogen and ammonia) are likely to dominate.

However, that would present a significant problem in the

The technology under consideration is based on modular

context of a nuclear-powered ship moving between ports. The

unpressurised reactors, as opposed to pressurised water

suggested solution is that the EPZ should be much smaller and

reactors (PWR). PWR are used in a naval setting and that is also

limited to, potentially, within the confines of the ship. This is on

the technology on which the Code is based. The Code also

the basis that the technology utilises unpressurised reactors,

applies a very prescriptive approach not in line with the more

which do not pose the same risk as PWR.

outcome orientated practice used generally in the nuclear sector

On the basis that these and other important issues (in

– see for example the Safety Standards of the International

particular costs and decommissioning) can be resolved,

Atomic Energy Agency.

important contractual questions will arise. At a shipbuilding

One of the biggest challenges is therefore establishing a

level, the terms of any shipbuilding contract will need to be

modern multi-lateral regulatory framework. This will however

clear on the issue of how (and where) the nuclear reactor is to be

take time and it might be well in to the 2030s before the IMO

installed and commissioned.

has an updated Code, by which time it is intended that nuclear

Careful thought will also need to be given to the interaction of post-delivery shipyard warranty obligations and ongoing

powered ships will be in operation.

Based on the views of the stakeholders in this sector, initial

maintenance arrangements for the reactor. Post-delivery,

progress is likely to take place at a bi-lateral level with like-

thought will need to be given to ownership of the reactor and

minded states implementing a regulatory framework that will

stakeholders will also need to grapple with discrete issues such

allow the technology to be used successfully. One can see that

as whether it should be permissible to arrest a ship powered by

cooperation between states such as the US, the UK, France and

a nuclear reactor. l

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Classification

Classification RINA develops LNG and hydrogen pioneering propulsion concept

A

t end-2022, RINA announced the signing of

The VLCC’s LNG/hydrogen-fuelled vessel general

a Joint Development Project with Maran Dry

arrangement was developed by Shanghai Waigaoqiao

Management Inc. - part of the Angelicouusis

Shipbuilding (SWS), based on the result of a joint

Group, Greece’s largest ship owner - and Chinese

project with Marin, the Liberia Administration, Wärtsilä,

designer SDARI (Shanghai Merchant Ship Design

ABB and Helbio (a subsidiary of Metacon AB) and

& Research Institute) for a pioneering LNG and

RINA.

hydrogen powered 210,000DWT bulk carrier.

RINA explains that the propulsion concept is

The project will be based on a propulsion

based on combining LNG with steam in a Helbio gas

arrangement which reduces the running machinery

reformer to split LNG molecules into hydrogen and

at sea and combines the ship’s fuel (LNG) with steam to produce hydrogen and CO2. The project sees the

emissions reduction requirements up to 2050. The vessel can

The design only requires LNG bunkering, which is widely

be built as an ordinary dual fuel ship, and the extra equipment

available today.”

installed once regulations incentivize the investment.

Returning to the latest approval of the propulsion

The solution addresses existing LNG bunkering facilities

CO2. Hydrogen is then directly used to fuel the internal

technology for a Newcastlemax bulk carrier design, Paolo

and requires no onshore hydrogen infrastructure and no need

combustion engines and fuel cells. The capture of

Moretti, CEO at RINA Services, commented: “The concept

for supply and storage of hydrogen on board. It will also

design, which was launched earlier last year for an MR

carbon atom directly from the LNG molecules, serves

was conceived to be used on a wide range of vessel sizes. This

aim to reduce the resistance of the ship to increase overall

tanker, in its first application for a bulk carrier.

as a pre-combustion technique, and the cryogenic

joint development project will show how a Newcastlemax bulk

operational efficiency.

As the Class Society, RINA will review calculation and

separation of CO2 from a stream of reformed gases

carrier design can benefit from the LNG and hydrogen solution.

powered MR design, conceived by RINA and designed

rather than from exhaust emissions results in much

We are privileged and very happy to be working with Maran

design drawings submitted by SDARI to ensure they meet

by Sweden’s FKAB Marine, was granted in February

smaller installation on bard which eliminates the use of

Dry Management and SDARI, supporting their pioneering

the latest statutory and RINA Classification Rules and

2022. Antonios Trakakis, Greece Marine Technical

chemicals and the penalty in energy consumption.

point of view on decarbonisation.”

Regulations, using the experience already gained on this

Approval in Principle (AiP) for the hydrogen

Director at RINA, commented: “To meet CO2

“One of the challenges for shipowners in meeting

Mr.Wang GangYi, Chief Engineer at SDARI, added: “This

innovative fuel solution.

reduction targets, shipping is faced with the challenge

IMO carbon emission targets is knowing what the

is an exciting design that enables shipowners to work towards

“This is a practical solution and a practical application,”

of having solutions which either rely on fossil fuels, but

future holds,” commented Giosuè Vezzuto, RINA

IMO 2050 with confidence, as it does not rely on the availability

concluded Moretti. “It is great that a pioneering company

which still require technology to mature, or on new,

Executive Vice President. “The industry is considering

of new fuels or additional technological developments

such as Maran Dry Management is taking on this project,

zero carbon fuels, the availability of which is still far from

many options using different technologies and new

to maintain the ship’s A rating going forward. We too are

which we hope will be the first of many vessels that adopt

being guaranteed.

fuels, aiming to minimise the energy consumption and

delighted to be working with a company such as Maran Dry

this technology to meet decarbonisation targets. We are very

the resulting CO2 emissions on board. Shipowners

Management and RINA and hope this will be the start of a long

proud to be working with Maran Dry Management on this

need to be confident that onshore bunkering facilities

and mutually beneficial relationship.”

ground-breaking design.”

“This new design enables the use of hydrogen as a fuel today without the need for bunkering and storage on board and exceeds IMO 2050 targets for 70%

and other supporting infrastructure will be available

reduction of carbon intensity.”

before investing in new vessels.

The design is based on a pre-combustion carbon capture

Separately, another vessel design using 100% hydrogen

principle: the CO2 is captured from splitting the LNG

propulsion was approved by RINA last September. Aurelia

“This LNG/hydrogen fuelled design for VLCCs is

molecules before the combustion in the engine takes place,

Green Ship Concept Design’s ACD01 1000 is a RoRo vessel for

AiP for a Very Large Crude Carrier using the same

modular and scalable and provides a practical solution

rather than from exhaust gas emissions. This involves lower

transporting roll on/roll off cargo, with electric propulsion using

innovative propulsion solution of combining the

that can adapt over time to meet increasingly stringent

mass flows, therefore a reduced space required, and scalable

highly compressed H2 as fuel, a system which the company

ship’s fuel (LNG) with hydrogen produced onboard.

emission reduction targets and ensure their investment

installation to progressively keep up with the pace of the

says can be applied to other ship designs. l

Since then RINA has gone on to issue the first

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is optimized throughout the natural lifespan of the vessel.

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Alternative Fuels Biofuels – no need to wait on infrastructure to decarbonise

By Dr Nicholas Ball, CEO of XFuel

S

hipping is widely regarded as one of the world’s

effectively trade on lucrative routes – or that must wait at

most difficult industries to decarbonise. There aren’t

anchor for bunkering services for weeks as supplies are

many viable low carbon solutions available today

arranged – is more expensive.

for larger vessels, with some of the most talked about

If you bet on hydrogen, methanol, or ammonia today, you

investment before they can materialise.

have to rely on an incredibly small number of ports that

This waiting game has already left the industry on

carry those fuels and which are exposed to supply chain

course to miss the IMO’s current decarbonisation goals,

shocks. You couldn’t fill your ship’s tanks with VLSFO and

which are expected to be revised to be more ambitious

carry on as normal; you would simply have to wait.

and align with Paris Agreement targets in the near future.

The problem that forward-thinking shipowners face

If cargo owners, financiers and investors, as well as their

is logistics, and the size and scale of logistics required. A

stakeholders, are starting to take note of shipping’s

recent UMAS study found that $1-1.9 trillion of investment

environmental credentials today, it won’t be long before

will be needed to build shipping’s ‘new fuel’ infrastructure,

that pressure becomes overwhelming.

with land-based energy production accounting for the

Shipowners and operators do have options today, though.

Second-generation biofuels can accelerate decarbonisation, while new technologies mean that they can be used interchangeably and with the same, existing infrastructure as traditional bunker fuels.

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Issue 101 January/February 2023

This is the conundrum that a modern shipowner faces.

options awaiting trillions of dollars of global infrastructure

majority of the expense. On top of this, virtually every port around the world would also have to invest significant sums in new bunkering equipment.

Shipping cannot wait for this infrastructure to be built.

‘Drop in’ advanced fuels offer a solution today.

A recent European Maritime Safety Agency (EMSA)

Building or retrofitting a ship that runs on a ‘new fuel’

report highlights this potential, saying that “biofuels

is incredibly expensive. But having a new ship that can’t

potentially offer medium and long-term marine fuel Issue 101 January/February 2023

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Alternative Fuels

alternatives that can enter the market relatively quickly. They

The most common second-generation biofuel currently

also offer the potential, if sustainability criteria are met,

on the market is HVO-based, which means it uses waste

to reduce carbon output compared to traditional carbon-

vegetable oils and animal fats.

Where this is a more sustainable option, those waste

based fossil fuels.”

The ‘drop-in’ characteristics of certain biofuels mean

streams are scarce and there is only limited scope for

that conventional fossil fuels can be replaced without

increasing collection. This makes these fuels expensive,

modifications to existing engines, fuel tanks, pumps, supply

while running the risk of not being produced in high enough

systems, or storage or bunkering infrastructure. Some are

volumes to create industry-wide change.

ISO 8217:2017 compliant, which means that they can also be blended interchangeably with traditional VLSFO, based on local availability or commercial constraints, to provide immediate, flexible and cost-effective emissions reductions.

Lignocellulosic – or woody, plant-based waste biomass – is not encumbered by these issues.

New refinery technologies have unlocked lignocellulosebased advanced fuels, derived from the waste produced by the building, manufacturing, agricultural, and forestry sectors,

Scaling sustainably

and which would otherwise be left to decompose or sent for

Feedstocks, or the raw ingredients and biological building blocks of biofuels, have historically presented some of the

incineration.

Furthermore, lignocellulosic waste is readily available in

main challenges to scaling up biofuels. This is especially true in

high enough quantities to meet shipping’s clean fuel demand

an industry that uses as much liquid fuel as shipping.

all over the world.

First-generation biofuels, for example, use crops as

These new refinery technologies can create direct

feedstocks. This leaves the price and availability of these

‘drop in’ VLSFO or ULSFO equivalents, certified to the ISO

fuels exposed to volatile agricultural commodity markets and

8217:2017 standard.

can cause compatibility issues. The reliance on food crops

Moreover, in the case of sustainable drop-in fuels producer

could also dramatically impact food supplies or ecosystems if

XFuel, their low-heat processes mean that refineries benefit

production scaled up to meet shipping’s large demand. We

from both low CAPEX and low OPEX – even at small scale –

witnessed such an event during the 2008 global food crisis,

producing fuels at a comparable price to fossil fuel equivalents.

where the diversion of food crops to biofuels was a major

Consensus on green ship propulsion could yet take decades, and infrastructure could take longer. Second-

contributing factor.

Second-generation biofuels were developed to overcome

generation biofuels are the only way for the sector to meet its

these sustainability challenges. They are derived from waste,

current and future targets, and for shipowners and operators

rather than crops, and thus do not impact land use or food

to meet the criteria set forth by their biggest stakeholders.

security. However, using waste feedstocks alone will not deliver

Lignocellulose-based advanced fuels can deliver this at scale,

the volumes of fuel that shipping needs.

with flexibility, cost-effectively, and sustainably. l

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Human Element: Crew Welfare

Crew Welfare Lingua franca of the sea opens door to opportunities An exclusive SMI interview with specialist in seafarer Maritime English language training, Catherine Logie of Ocean Technologies Group (OTG)

W

ith her background in

Technologies Group (OTG), as head of

she tells SMI. “Regardless of nationality

English language teaching

Direct to Consumer Services, in charge

or culture, seafarers need to be able

followed by pioneering

of the learning content to which seafarers

to communicate in a common working

can subscribe directly.

language: the IMO eventually made this

work at Marlins, Catherine Logie has

mandatory in the 2010 Amendments to

a very specialised take on some of the

Realisation of the importance of

issues that affect the wellbeing of the

English language skills at sea really took

maritime workforce.

off after the Sea Empress accident back

“Initially, Maritime English skills

in 1996, she relates, when a major oil spill

were viewed as critical to safety: today,

occurred at the entrance to Milford Haven

people understand that language

near the southwest tip of Wales, the third

and communication skills have wider

largest oil spill in the United Kingdom at

benefits. In our international industry,

the time. Although communication was

you need strong language skills for

not a contributing cause, the accident

leadership, professional development

did highlight the importance of clear

and to acquire and share new technical

and accurate communication and

expertise rapidly.”

Today, she works for more broadbased e-learning provider, Ocean

the requirement for English language

With no previous experience of

competence by multi-national crews.

shipping or ship management, “when I

The vessel shipmanager Acomarit,

first joined the industry, I spent every day

later to become part of V.Group, initiated

learning as much as possible, as fast as

an intensive English language research

possible,” in her new role as Acomarit’s

and development programme that

English Language Coordinator, she

was to evolve into the business Marlins.

continues. The company offices in

A young Ms Logie was recruited on

Latvia and Russia were used to pilot the

account of her specialist background

company’s newly developed Maritime

in the methodology around language

English test, in partnership with the

training and testing, having worked for

International Chamber of Shipping (ICS).

three years as VSO (Voluntary Service

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the STCW Convention.

Marlins then developed classroom

Overseas) teacher trainer of English as a

courses, training materials and

Foreign Language in a remote region of

the IMO’s Model Course 3.17, in

Indonesia.

Maritime English, contributing to the

“Acomarit had great foresight at

specialised domain within the field

that time to realise that the industry as a

of English for Specific Purposes. And

whole was moving towards multilingual

after the merger with V.Group, the

crews and away from entirely monolingual

wider network’s crew management

crews that were the norm in earlier years,”

offices adopted the Marlins Maritime

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39

Crew Welfare ???

Catherine Logie

Catherine Logie & cadets

testing, personality profiling and English

PTSD (post-traumatic stress disorder),

language training and assessment. We

loneliness, bullying and harassment

can test online, face-to-face, via adaptive

and cultural awareness. Also, isolation

assessments (self-testing) or AI remote

where people spend [too much] time

proctoring (supervised testing). We

on their devices rather than enjoying

English programme for recruitment

can then support crew with self-study

entertainment collectively – regular

and training of seafarers. Many other

materials to address skills gaps.”

social interaction is vital to wellbeing.”

companies took up this service and

“I take care of the part of the

To help tackle all the above-

flag states added support by setting

business that deals with seafarers

mentioned problems, “the language

standards for English language

directly,” she continues, “who are

of mental health needs to be taught

competence.

motivated to self-assess and learn. We

and discussed openly, recognising that

have a global e-commerce suite that

cultures differ greatly when describing

language levels have improved

enables individuals to access the tests

mental health conditions,” she adds.

significantly over the years. The problem

and e-learning they need on a ‘pay as

OTG itself offers a whole range of mental

is when crew are recruited from countries

you go’ basis. A large part of what we

health e-learning resources, and also

where General English is not widely

sell is STCW (Standards of Training,

works with ISWAN (International Seafarers

spoken. Maritime Academies do not have

Certification and Watchkeeping)

Welfare and Assistance Network), which

time on the curriculum to teach General

e-learning courses with flag state

has a team of multi-lingual counsellors

English”, she continues, “maritime

approvals so people often come to us to

dedicated to seafarers.

academies tend to focus on specific

obtain STCW training and certification.

maritime terminology so if students

From there, they can see our broad

seafarers to be healthy in body and

lack a General English level, they might

range of learning content which we

mind,” Logie says, “if you want your

graduate with some knowledge of

are constantly expanding to support

ship to be healthy. Companies tend

maritime terms but could struggle with

cost effective ways of that individuals

to focus a lot on ship condition

listening and speaking skills.”

can undertake continuous professional

monitoring but a ship can’t sail without

development (CPD).”

a crew that are mentally and physically

“Our data shows us that English

This affects the social dimension of

“The payback is that you want

fit and able to work, with the aptitude

language competency. Seafarers who

Regarding broader seafarer crewing

find themselves unable to converse

and training ‘issues’, Logie cites the rising

fluently and easily with fellow shipmates

incidence of mental health problems;

“I’m optimistic, which is why I’ve

may retreat into same-language

lack of seagoing berths for cadets at

stayed in the industry so long,” she

cliques or even enforced solitude,

“proactive” companies where they can

concludes. “There is progress around

thereby increasing risks of isolation and

progress to becoming junior officers; and

crew wellbeing, it’s slow but I think

depression, of which more anon.

a lack of recruitment of women seafarers.

the pandemic and ESG initiatives

“With mental health, we recognise

place more attention on seafarers

Which is where the more holistic

to keep learning new skills”.

offer of OTG comes in. The Group

there are different conditions and

and the communities where they

comprises four e-learning brands:

situations that need to be addressed.

come from.”

Seagull, Videotel, Marlins and MTS

The industry needs to have access

(Maritime Training Services).

to good quality training with content

passionate about her work. “I always say

OTG’s Catherine Logie is also clearly

specifically designed for seafarers

that when I entered shipping it opened a

and assessment companies gives OTG “a

from a range of cultural backgrounds.

door to a whole new world,” she shares,

complete recruitment suite that includes

This should address problems such as

“I’ve been fascinated ever since and

competency evaluation, psychometric

depression, anxiety, stress, resilience,

there’s always more to learn.” l

This bundling of different learning

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Human Element: Crew Welfare

Leveraging data to drive progress on Diversity, Equity and Inclusion (DEI)

By Heidi Heseltine, Founder of the Diversity Study Group, and CEO of Halcyon Recruitment

S

and inclusion (DEI), but there is still a significant lack

to ensure DEI strategies are aligned with business objectives,

of ethnic and female representation in senior roles,

that leaders are thoroughly equipped and supported to lead

according to the 2022 Annual Review from the Diversity

inclusively, and that appropriate data is collected, measured and

Study Group (DSG). Our report takes a detailed look at DEI

used to further define strategy and underpin progress.

hipping has been making progress on diversity, equity,

To make further progress this year, shipping leaders need

in shipping and is based on over 3,000 responses, covering

Pressure is coming from society and across the supply

every part of the globe and a wide spectrum of respondents,

chain for organisations to prioritise DEI, making it all the more

in age, seniority, nationality, professional background and

crucial for shipping to show leadership. DEI is a powerful agent

other characteristics.

of change and aligning DEI with the wider business strategy

Some of the key trends highlighted by the report reveal that

can lead to the best outcomes. To succeed, DEI needs the

while representation at lower-level roles is improving, C-suite

full backing of the organisation’s leadership team, including a

and Heads of Department roles are predominantly held by white

commitment to long-term support, defined accountability and

respondents, with roughly a quarter of roles headed by those

a clear communications plan conveying the why and the how of

identifying as Asian. Additionally, only 36.2% of respondents

DEI programmes whilst also showcasing success stories.

said that DEI training is available and 37% of respondents said

The shipping industry is making encouraging progress on

that their employer could do more to achieve a diverse and

DEI, but there is still a long way to go. The DSG Annual Review

inclusive workplace. There are also concerns over reporting

highlights the importance of benchmarking progress over time.

discrimination, with 35.8% of women responding that they do

If shipping wishes to attract and retain the best talent possible, it

not feel they can raise discrimination concerns or declared they

is critical that we continue to strive for more diverse, inclusive and

would “prefer not to say”.

equitable workplaces where everyone can flourish and fulfil their

Data is crucial in measuring progress and setting goals for

potential, and DEI data is a key tool in achieving that goal. l

DEI. It can inform specific DEI initiatives, identify and address bias, and track progress over time. The maritime sector faces

To receive a copy of the DSG Annual Review, please email

challenges in attracting and retaining talent, and data can

info@diversitystudygroup.com

demonstrate progress in building more diverse and inclusive workplaces. Additionally, greater transparency is increasingly expected by all industry stakeholders, and trusted data is a vital aspect of transparency.

Companies should consider the purpose of their DEI strategy and what they aim to achieve. The effective use of DEI data supports the delivery of business strategies, highlights progress and identifies areas requiring further attention. It also helps in responding to employee pressure for change and attracting and retaining talent.

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Ship Registries

Ship Registries Ship registers and class working together more closely than ever

regulations to be enforced are prescriptive, i.e. compliance

dictating, we approach them as equal partners. That has

or non-compliance can easily be determined.”

been an evolution long overdue.”

By Felicity Landon

S

As opposed to them giving us information and to a sense

There is a symbiotic relationship and constant

However, he added, in recent years the international regulatory framework has changed from predominantly

communication between flag and class, observed Gallagher.

prescriptive rules and regulations to goal-based standards

“We need each other. We are able to work with owners and

and risk assessment-based approvals, “in order to

hip registers could be forgiven

The ‘carrot and stick’ element of

operators on technical issues with class taking the lead, and

allow innovative design features, new technologies and

for having an identity crisis.

all this applies particularly in the

Recognised Organisations (RO) have

class gets the statutory authority from us. However, over

alternative fuels to be approved”.

They must ensure compliance

Classification societies, as

key topics in shipping today –

long been a key partner to flags. Now

the years we have really upped our game – and we had to,

“Applying a risk-based approach to justify approval of

with regulations – but also focus

decarbonisation. Shipowners need

the relationship is evolving further.

because of the regulatory world we live in. We can’t operate

an innovative ship design, new technology and alternative

on customer service to keep their

support as they prepare for the new

without the technical expertise.”

fuels will require the final agreement by the flag state. So

shipowners loyal. Their customers

Carbon Intensity Indicators (CII)

President of IRI,

At the Liberian Registry, Alfonso

the classification society and flag state need to have a much

expect simplification and support

and Energy Efficiency Existing Ship

(pictured right) the

Castillero, CEO of LISCR (pictured left),

closer collaboration. Therefore, the relationship between

wherever possible. Ship registers

Index (EEXI) requirements, consider

administrator of the

said: “Three decades ago, classification

classification societies and flag States has changed and is now more important than ever. This is very important,

Bill Gallagher,

have responsibility as regulators – but

future fuels, focus on ESG reporting

Marshall Islands Ship

societies and flag states were working

as part of this, their dependence on,

and meet the IHM (Inventory of

Registry, said:

very independently. Classification

especially when focusing on innovative design features,

and relationship with, classification

Hazardous Materials) requirements

“I have been 32 years with the registry,

societies only enforced their own rules

new technologies and alternative fuels to decarbonise

societies only increase in importance.

as set out in the EU Ship Recycling

and I have watched a real progression

and regulations mainly covering hull structures, machinery

Ship registers must enforce and they

Regulation (and all of those are

as far as our flag state involvement

and electrical control systems, whereas flag states were

The relationship between ship registers and class as

just for starters). Meanwhile,

with class is concerned. When I was

enforcing all statutory requirements such as load line,

ROs is getting more complex, commented Ivan Sammut,

registers are taking major strides

‘growing up’ in the registry early on,

tonnage, intact and damage stability, fire safety, lifesaving

Registrar General of Shipping and Seamen

forward in digitalisation of services,

we were very much focused on flag

appliances, navigation, pollution prevention, etc.

at Malta’s Merchant Shipping Directorate

must encourage.

documentation and certification.

state administration and didn’t have a strong technical team.

“Now, having the technical people

“Flag states began to delegate more and more of the

international shipping.”

(pictuured right). “As the regulatory

statutory services to the classification societies. This was

landscape becomes increasingly more

an efficient and cost-effective way, as long as the rules and

complex, whereby sometimes even

of the calibre we have today has put us on an equal footing with class and our relationship is even better than ever.

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Ship Registries

Ship Registries

rules regulations are not clear, it is

an even closer and

of the pandemic and also after that

imperative that registers and ROs

more important

as we continued to carry out essential

work more closely together in order

relationship

work in challenging circumstances.

to establish that fine balance in

between class and

We continue to delegate some of

matching what makes practical and

flag, said Rear

this survey work and carry out regular

technical sense to meet the regulatory

Adm (retired)

monitoring of it to make sure it is

requirements, especially with the ever-

Peter Brady, Director General of

being done in line with international

increasing preference for goal-based

the Maritime Authority of Jamaica

standards, which includes regulations

and technological neutrality over the

(pictured above). He noted: “The

around emissions.”

prescriptive policy,” he said.

class societies are the ones with the

In addition, the UK Maritime and

The Malta administration

greater levels of expertise and the

Coastguard Agency (MCA) has come

continued to intensify the

ones tasked with the development

together with classification societies,

implementation of its oversight

of the technologies, while flag states

and other flag states, as the Maritime

programme on ROs, said Sammut.

enforce the regulations.”

Technologies Forum “to allow us to

This included carrying out of audits

Class societies are required

collaborate in a new way in response

in offices around the world to ensure

to be independent and impartial

to the challenges of decarbonisation,

that the relevant procedures and

when carrying out their duties, thus

exploring the technology options and

standards are maintained at all times.

not giving preferential treatment

growing and sharing the knowledge

“Officials registry also participated

to clients, he said. “They do not

base in support of the shipping industry.”

in a number of remote audits carried

directly police emissions from ships –

out by the European Commission

however, they can refuse to grant the

(BMA) has a strong

on its Recognised Organisations. As

relevant certificates to ships that fail

relationship with its

the number of shipping regulations,

inspections, as well as withdrawing

ROs, who have the

particularly environmental and climate

existing certificates.”

technical expertise,

related, is continuously increasing, the

At the UK Ship Register, Katy

The Bahamas Maritime Authority

competence and

ROs have been delegated with further

Ware, Director of UK Maritime

experience to

tasks in relation to such matters.”

Services (pictured below), said:

ensure that Bahamas-flagged ships,

“The work of ROs

which increase in complexity, comply

to drive ship efficiency and reduce

has always been

with the international standards, said

pollution have led to continuous

very valuable to us

Capt. Dwain Hutchinson (pictured

development in ship design and

as an agency. It was

above), the BMA’s Managing Director

the use of modern technologies –

particularly strong

and CEO. “This relationship is even more

which in turn has ensured there is

during the height

important as technology and designs are

The ever-emerging regulations

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Ship Registries

developing faster than the regulations. The ROs, with the

We want to encourage owners investing in green-tech

BMA guidance, are able to use a goal-based approach for

innovation and state clearly that if you are a shipping line

the proposed construction, design and operation.

making the effort to hit IMO GHG targets, the Isle of Man

“Most statutory certification, audits and surveys for Bahamian ships are delegated to ROs, although approval

flag wants to support you. We welcome greener ships to our fleet.

of exemptions, equivalence and alternative design and

“Moving forward, we are actively participating with industry

arrangements remains with the BMA, so our partnership

partners and innovators on numerous working groups that will

remains strong.”

pave the way for green ships, emission reduction technology

The role of the classification society with respect to duties performed on behalf of the Isle of Man Ship Registry

and alternative fuel propulsion solutions.”

The Gibraltar Maritime Administration (GMA) also

has not changed significantly in recent years, in that the

introduced ‘green discounts’ in 2022. “These were aimed at

delegations have not fundamentally changed, said Toby

rewarding owners who choose to operate vessels adopting

Brooks, the Registry’s Deputy Director (pictured below).

However, statutory surveys performed

energy efficient designs and who adopt green technologies and systems,” said

by an RO on behalf of a flag state will

Maritime Administrator Dylan Cocklan

fall under increased scrutiny because of

(pictured left). “We are constantly

the need for compliance with the IIIC

looking at developing further positive

(IMO Instruments Implementation Code),

incentive schemes aimed at promoting

whose key instrument is the Member

sustainability and decarbonisation.”

Alfonso Castillero said: “2022 was a very busy year

State Audit Scheme (IMSAS).

“IMSAS came about in response to criticisms that flag

for the Liberian Registry’s focus on decarbonisation.

states could facilitate substandard shipping by not playing

Preparing for the entry into force of the new environmental

their part in safety, pollution prevention and welfare of

regulations for CII and EEXI was one of the most important

seafarers, and is intended to get all states to perform at

developments. This both in terms of finalising the

an equal level. All flag states will be required to provide

regulatory framework at IMO with suitable guidelines to

evidence during IMSAS audits of their performance against

assist our industry in the implementation of these new

the IIIC criteria, which includes all areas of responsibility

requirements and also the registry’s procedures to support

delegated to external agencies or contracted organisations

smooth application of them. The latter has included close

such as their ROs. IIIC requires the flag state, when

collaboration with our recognised classification societies (for

entrusting inspection duties to an RO, to establish an

EEXI and CII) and our independent verifiers (for CII).”

oversight programme to closely monitor the RO to ensure their international obligations are fully met.”

Decarbonisation agenda Without doubt, the new CII and EEXI regulations and

Castillero also highlighted the registry’s continuous support to decarbonise international shipping “supported by our joint industry projects (JIP) and joint development projects (JDP) in close collaboration with shipyards, ship designers, shipowners/ operators, classification societies, engine manufacturers,

ongoing decarbonisation efforts dominated 2022. That

innovative technology companies and other key stakeholders”.

will continue to be the case in 2023, with the added layer

“All these JIPs/JDPs are focusing on either innovative

of MEPC 80 revising the IMO’s GHG (Greenhouse Gas)

design features, new technologies or alternative fuels with the

strategy this year.

aim to grant and approval in principle (AIP) that will pave the

Ship registers have responded with a wide range of

way for our industry to eventually fully decarbonise.”

This year, in terms of the regulatory framework, Liberia’s

initiatives and incentives.

The Isle of Man Ship Registry says it became the first

focus will be on finalising the IMO guidelines for voyage

flag state to incentivise shipowners on decarbonisation in

adjustments and correction factors for the CII system, “in order

April last year (2022) when it began offering a discount on

to level out the many inconsistencies that unfairly penalise

registration fees for ships deploying green technology. “The

some niche ship types, e.g. ships with many short voyages

‘green discount’ is available to operators of cargo ships,

and long port wait times”; recognising onboard carbon

commercial yachts or passenger ships which are investing

capture technologies and applying the lifecycle assessment

in biofuel, alternative fuels, wind or shoreside energy

of marine fuels (i.e. well to wake) concept into the EEDI/EEXI

technology,” said Toby Brooks.

and CII regulatory framework; embracing the adoption of

“We were looking at ways to take action on the

innovation, new technologies and alternative fuels into the IMO

decarbonisation agenda where there is so much debate

instruments; and revising the levels of ambition in the IMO GHG

about which alternative fuels will be best in the future.

strategy (as adopted in 2018).

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Ship Registries

Decarbonisation is ‘the great focus’ for

The UKSR is also working to ensure training for seafarers

the industry and specifically for the Marshall

keeps pace with the decarbonisation technology, said Ware.

Islands, said Nick Makar, SVP Maritime

“There is little point having a fleet of climate-friendly vessels

Administration and Regulatory Affairs at IRI

that nobody knows how to run. So seafarer training is being

(pictured left).

changed and updated to match and reflect the way that

“There are different streams, a lot

shipping is moving on. Future fuels, whatever they are, will

of developments taking place simultaneously, but all set to

need different engineering and potentially different skills to

converge this year,” he said. “So in a lot of ways, the agenda

use, operate and maintain them.”

for 2023 is extremely important not just internally but globally

The MCA held an energy efficiency tech event in

as well. For us, the key developments in 2022 were getting

Portsmouth in November, the first in an ongoing drive to

ready for the new EEXI and CII guidelines. As maritime

engage with experts across decarbonisation.

administrator, we [the Marshall Islands] have updated our

“This event gave insights on the technology that’s available

policies to give effect to those regulatory requirements. Also,

now to help shipowners and operators reduce their energy

we have seen a lot of preparatory work from the industry and

usage,” said Ware. “It’s important for us all to demonstrate that

shipowners in looking at the new regulations and what the

being greener helps drive down operating costs and reduce

potential impacts are going to be. We have been in close

emissions. It benefits those operators but more, it helps to

dialogue with owners as well as ROs, doing the statutory work

create a culture of being greener in working practices.”

to identify potential difficulties and bottlenecks.

“The EEXI and CII frameworks take effect this year, Ship

Experts covered people, regulation and safety, as well as exploring future technologies. “The feedback was positive –

Energy Efficiency Management Plans had to be updated,

people are hungry for information on how they can do their bit

EEXI verifications are taking place and it is the first year of

to reduce their carbon footprint.”

data collection for CII. We are monitoring compliance for

From an EU perspective, the Malta Ship Register has

effectiveness; the industry has been preparing for this for quite

been proactively following the negotiations on the ‘Fit for 55’

some time, so we do anticipate a high level of compliance.

package, said Ivan Sammut. “Notably, the negotiations on the

There is great awareness and a lot of interest in what the

proposal for the inclusion of shipping in the EU ETS have been

impacts are going to be.”

concluded. The work, however, does not end here and further

This year, the MEPC 80 will be a milestone meeting for decisions on the revised GHG strategy, said Makar.

In general, he said, shipowners have taken the action

progress is expected to continue on this dossier in 2023, by way of development of the delegated acts formulating the details for the implementation of this Directive.”

they need to when it comes to the new regulations – but

Negotiations on the Fuel EU proposal are expected to

emphasised that the industry needs clarity on regulatory

conclude this year. “From the start of the negotiations, the

requirements coming up. “The reason for that is to know

Malta Ship Registry has highlighted the importance of alignment

what they can anticipate and what needs to be complied with

between the EU ETS with the Fuel EU proposals, as well as

so investment decisions on newbuildings and technologies

the Alternative Fuel Infrastructure Regulation, so as to ensure

for fuels can be taken with the best possible awareness of

consistency in implementation of these pieces of legislation, as

requirements down the road. Obviously, it is very difficult to

well as provide legal certainly for the shipping industry.”

make those decisions based on assumption.

“We are trying to convey from owners that they are being

Malta has also cautioned against duplication of financial mechanisms, said Sammut, “particularly the proposal to

proactive, they want to be on the right side of compliance, and

remove the tax exemption on bunker fuels, considering that

they need the appropriate signals in order to do so.”

the EU ETS will also manifest itself as a financial instrument”.

Katy Ware said: “Decarbonisation has been and will

In parallel, Malta has been active in the negotiations at IMO

continue to be a massive opportunity for the UK and we

level regarding decarbonisation, particularly the revision of the

have seized it. We are proactively engaged with industry and

GHG emissions strategy.

academics, with international organisations and UK companies

Malta expects further progress towards an agreement at IMO level on a global fuel standard, as well as an international

in the race against climate change.”

The UKSR’s emissions reduction team has moved into

market-based measure such as a levy, said Sammut. “Such

the technical services operation “as a recognition that this

regulation at international level is desirable as opposed to

is operational and not theoretical”, she said. “Foremost,

regional measures, from the aspect that emissions reductions

of course, is making sure that the regulations are keeping

would be more meaningful given the wider geographical scope

pace with the rate of change. It’s always been a tricky

as well as from a competitiveness perspective and avoidance of

balancing act.”

duplication of regulations.”

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Finally, the Panama Registry – by some distance the world’s largest - through its incentive program for shipowners and companies, promotes the construction of efficient ships that generate less pollutants.

Among the special incentive options is the

Palau rises up the rankings

an effort of all,” said the Director of Merchant

P

Marine and Head of

List of flag states.

Eco Ship and New Construction incentive. “ “With these actions, the country shows its commitment to the environment, which is

the Ship Registry, Rafael

alau International Ship Registry (PISR), which describes itself as the world’s leading digital registry, has registered a significant rise in its ranking within the Paris Memorandum of Understanding (PMoU) Flag State performance review

covering the years 2019 through 2021. PISR now lies in the top third tier of the Grey This rapid progress through the PMoU list results from PISR’s digital journey and

Cigarruista (pictured

organisation-wide dedication to creating a leading registry for its customers and a

right). “These incentives

sustainable registry for the industry.

exist in our regulation

Panos Kirnidis, CEO of PISR, states: “Our rate of progress is a testament to the

since 2014, and 2008

combination of our unique technology, our staff and the way they blend together.

respectively; to support the industry and fulfil

PISR has achieved the most improvement within all the Flags in Paris MOU in a record

our commitment to the environment.”

time, reaching Grey Listing in both the Paris and Tokyo MOUs.

In November 2021, during COP26,

“In 2023, PISR will continue to lead by example by combining its people and

Panama signed the Declaration of Zero

technology to redefine the perception of registration services. We have seen

Emissions in the Maritime Industry by 2050,

continued growth year-on-year and we also have an excellent retention rate. This is

whose main objective is that the signatories

because we are constantly talking and listening to ship owners, actively engaging with

commit to reduce international shipping to

them to understand and address their concerns and responding to them.”

zero emissions while working with the IMO to

Following its recent growth, Athens-based PISR has opened a new European

adopt targets for 2030 and 2040 to achieve

regional office in London (UK), and is now exploring options in other regions for 2023.

the decarbonization of the industry by 2050.

“PISR has one of the only systems that helps prevent and manage detentions by

Currently, the directors of the Registry

Port State Control.,” concludes Panos Kirnidis. “Our in-house Deficiency Prevention

are reviewing possible new implementations

System (DPS) has demonstrated its importance in ensuring a vessel’s compliance with

related to Annex VI of MARPOL, where

international conventions, rules and regulations. It is part of PISR’s Quality System

incentives will be introduced for ships that

and is certified under our ISO 9001:2015 standards and our Anti-Bribery Quality

demonstrate compliance in terms of design,

System ISO 37001 standard. This is an invaluable tool for ship owners and part of our

fuel type and operational measures that

measures to help the registry to rise higher up the Paris and Tokyo MoU lists.” l

reduce polluting emissions. l

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The latest in our series of industry debates, SMI teamed up with UAB-Online to debate the issue of

‘Ports need to Digitise if they are to cut costs and cut emissions’ The webinar, which was held in front of a live audience, discussed the extent to which ports and terminals should be embracing digitalisation and innovation as they look to cut costs and play their part in reducing vessel-borne emissions. What commitments need to be made; what are the game changers, and what can the industry do to ensure it is well positioned to grow profitably and sustainably?

Moderated by Sean Moloney, CEO of Elaborate Communications, the panellists included: Hans Bobeldijk, CEO, UAB-Online; Ton Mol, Barge Advisor, OCIMF; Stephanie Trabia, CCO, VAKT; Pascal Ollivier, Chair of IAPH Data Collaboration Committee; Vincent de Gast, Director, Systems Navigator and Michael Bergmann, Business Development at Marine Fields.

Sean Moloney

Stephanie Trabia

Just to introduce myself, my name is Sean Moloney,

I’m Stephanie Trabia, CCO at VAKT, a communication

I’m CEO of Elaborate Communications and publisher

platform allowing market participants to digitally exchange

of Ship Management International. Today’s webinar,

data. We cover data that market participants exchange from

entitled Ports need to Digitise if they are to cut costs

the trade confirmation to the physical delivery. We’ve been

and cut emissions, is tackling an emotive subject. We

live for the last three to four years in the physical oil market

have assembled a stellar group of panellists today to

in Northwest Europe and we’re going to expand our market

give their views. I have asked them to give a two-to-

coverage to the Middle East, Africa and Asia Pacific next year

three-minute snapshot of their views on today’s subject

(2023) and potentially to the Americas as well. Our customers

matter. So, without any further ado, Stephanie, may I

are mainly traders, trading companies, oil majors, terminals

start with you if possible.

and surveyors, so all the ecosystem participants involved in the physical delivery.

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So, if we go back to the subject of digitalisation, the goal is really

Sean Moloney

came to OCIMF, I worked for 20 to 25 years as a barge operator,

Michael Bergmann

to allow the companies to boost their efficiency and reduce

Hans, thank you very much indeed. Going left to right on my

where we were users of these programmes. My barges visited

Yes, thank you very much. My name is Michael Bergmann, I

their errors. It’s all well and good but we can say that it’s quite

screen, Vincent, do you want to take the floor and just three

terminals at least three times a week, and I was one of the first

originated from the aviation side so it was very interesting when

challenging still especially in the physical commodity market

minutes or so, two or three minutes, introduce yourself and give

to work on a digital way of exchanging information with the

I started in marine in 2004 to see that there are lot of areas in

where you don’t have any standardisation, and where all the

us your perspective.

terminals. We started with two connected terminals in 2008 and

respect of digitalisation that are far more advanced than what I

now we are at over 50-55. This created something of a standard

could see when I started in the maritime world. I’m a software

market participants have different internal processes and use different systems. So, it’s not impossible, we’ve done it at VAKT

Vincent de Gast

in the barging world, which is still embraced today by the

engineer and consultant with my own company BM Bergmann-

but it takes a lot of time and a lot of effort.

Alright, thank you

crew members. When you look at my background you see the

Marine and working for one of my clients, which is MarineFields,

very much Sean for

wheelhouse of a typical European barge and in the middle you

for business development which is why I’m here. Besides that,

Sean Moloney

also inviting me. My

see the guy in his chair navigating and manoeuvring, but you

I’m working with the regulators and the standardisation bodies.

Stephanie, thank you very much. Hans, over to you and thank

name is Vincent de

also see on his left side, a computer for his administration. In the

I was also President of CIRM, which is the Comite International

you for getting involved today as well, Hans, but can you

Gast, I’m one of the

old days, there was only the agenda that he saw but nowadays

Radio Maritime, the international organisation of ship electronics

Vincent de Gast

introduce yourself to the audience and also to the panellists and

owners of Systems

he sometimes has to get out of the chair while sailing to do

and I am the Secretary of the International Port Collaborative

talk a little bit about your perspective?

Navigator and for

some administration, for example, give notice of readiness.

Decision Making Council, which I founded during an EU project

the people that do

You can imagine that that presents some challenges but, like

to help standardise the exchange between ships and ports and

Hans Bobeldijk

not know Systems Navigator, we are a company that specialises

Hans has already said, you have to take small steps and as long

between ports and ports, things we’ve already talked about.

Yes, of course thank you

in simulation and digital twins and scheduling solutions in

as you make those small steps, then we will certainly make good

very much. My name is

different industries. I have 20 years’ experience implementing

progress.

Hans Bobeldijk, I’m one of

simulation and scheduling solutions in different industries such

the owners of UAB-Online,

as ports, energy logistics, maritime and manufacturing. You do

Sean Moloney

format where we pull in data

an online platform that

see standardisation in other markets, and that typically takes

It’s interesting to know what the demands of the oil majors

from the Associated Data

optimises the pre-arrival until

a long time, but we also think it’s necessary. We have a tool

are when it comes to safety but certainly as far as deep sea

Exchange between ships and

departure process for vessels

called Dropboard which is a scheduling solution for ports and

shipping is concerned, what are the views of the oil majors as far

the port and between ports.

at terminals by standardising

terminals. It gives information on the locations of vessels, the

as digitising the port and the terminal operations of the deep

That requires digitisation

the different administrative

expected arrival times and weather conditions; the infrastructure

sea side because they’ve got to be driving in efficiency, they’ve

and when we go to deep sea

processes. Stakeholders like vessels, surveyors, Masters, agents

status all comes together with the planner to make better and

got to be ensuring safety and they’ve got to be adhering to

shipping and international

and terminals, etc. collaborate on our platform. The point I

more efficient decisions. Similar to what Hans and Stephanie

environmental issues as well. Very, very quickly, 30 seconds,

shipping we have to rely on international standards. The

want to make today is that there are a lot of long-term initiatives

have already said, it is challenging to integrate every time, with

what’s your views on that?

problem international shipping is facing is that when they are

and visions, but the question is where to start? It’s important

different systems in different parts of the world.

Hans Bobeldijk

We developed the S-211 Standard Port Call Message

Michael Bergmann

sailing from the Far East to Europe, for example, you cannot Ton Mol

have different systems for different ports so we have to have

low-hanging fruit so the message is start optimising, become

Sean Moloney

Well, they really want to optimise the protocols of the seagoing

standardised digitalisation.

more sustainable and don’t wait for all the initiatives that put the

Thank you, Vincent. Again, you’ve touched on something very

vessels and they do that with various tools they have at their

responsibility elsewhere, but take your share of the responsibility

important there with regards to the twinning element as well

disposal because the information can change before the vessel

So, from that point of view, the work we are doing in the

and start.

and I think that’s something that you’re starting to see pop up

is at the berth, but that can be remedied in a digital way. It can

expert group of data harmonisation at the International

across a number of different areas, whether it’s class, whether it’s

shorten the time before loading because the traditional checklist

Maritime Organization (IMO), and the work we do in ISO to

Sean Moloney

ship owning or ship management and very much an aspect of

can take an hour when the vessel is berthed. This can be done

develop operational data exchange standards for the port

So just touching on that point, what are the blockages in getting

the way the industry should be looking. Ton Mol, let me bring

now in advance, perhaps two or three days in advance so the

calls is immensely important. What I have seen is that we

people to start? Is it more a question of I’m used to what I’m

you in now Sir, if I can, yes, floor is yours for a couple of minutes.

terminals can plan better.

have individual implementations. Each port has some kind

to change the world and, starting with yourself, there’s a lot of

of digitalisation, but not necessarily the same. The different

doing, and the processes I’ve worked before?

Ton Mol

Sean Moloney

ports are often not connected well because they have different

Hans Bobeldijk

Good morning, good afternoon everybody and thanks for

Brilliant, alright okay, thank you

systems. The problem is how to exchange this information

I think it’s in the minds of those involved because the challenge

inviting me here today. My name is Ton Mol, I’m the Barge

very much indeed Ton and we’ll

digitally so the ports of Rotterdam or Antwerp or Hamburg can

can seem too large; a challenge that can make it difficult to

Advisor at the Oil Companies International Marine Forum

touch on, and develop, some

communicate with Singapore, for example. The other difficulty

take smaller steps to start the journey. Also, if you have a long-

(OCIMF). We don’t sell or promote any systems but we are

of the points you’ve made.

to overcome is the hesitancy to share information, which is in a

term vision, it’s difficult to get approval from your organisation

a members’ Association, there to promote the safest way of

Michael, let me bring you in.

lot of cases being seen as the property of the business. Some

because you don’t know for sure if it works.

transporting their goods from A to B, and when we go from A to B, of course we have contact with terminals. Before I

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Ton Mol

companies do not want to share their data because it may give their competitors an advantage.

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Sean Moloney

Sean Moloney

the work that the World Economic Forum developed in

arrival stage and departure of ships, but it relies on different

Brilliant Michael, thank you. Stephanie, you’ve got your

Pascal, last, but not least definitely in the introductions here,

2019, it’s about data collaboration and what do we mean

standards initially. The first one is the IMO amendment to

hand up?

you’ve had the benefit of listening to everybody now so do

by data collaboration in our world? It’s about engaging

the FAL Convention. So we have about 13 declarations from

you want to introduce yourself, give your perspective and then

stakeholders not only at the process level but at the

different Border Agencies that will need to be electronically

Stephanie Trabia

maybe your broader thoughts that we can then develop and

executive level. Second is to engage data governance,

shared between the barriers for a single submission of data.

Yes, I have a quick question for you, Michael, because you were

then take forward.

establish data governance, privacy, cyber security. Three, it’s about orchestrating data, for port calls, it’s about

Second, we have everything which is related to the vessel

Pascal Olivier

stakeholders that we have to orchestrate the data to trigger

clearance by itself which is encompassing many Border

systems, so even if you have

Thank you, Sean. Just to introduce myself, I am running a marine

events and start processes between ourselves and finally, it’s

Agencies inspection services and beyond, and finally, your

standardised the data and

company named Maritime Street which works primarily with

about also change management; change management from

connection to the Maritime Single Window is to implement

the structure, you will find it

international financing institutions like the World Bank, the Inter-

a business process for engineering, change management

what goes on, so validated at the IMO FAL 46 this year is the

difficult for people to apply this

American Development Bank and others when it come to the

from a legal framework perspective, I will come to that

integration of the full port call process when it comes to nautical

standardisation. Is there any

maritime and port digital transformation and emerging countries

point in a minute and finally, everything we do in data

data, operational data and receiving regulatory data. It has been

way you can enforce or impose

and developing countries where the digital divide is just huge

collaboration is related to long-term sustainability. So you

lots of work from different committees; indeed, the expert group

this standardisation on the

when it comes to vessel size. But today I’m going to be speaking

need to implement platforms that are going to be there in

on data harmonisation at the IMO, the International Taskforce

different systems used by the

more in my capacity as being from the International Association

five years down the road, 10 years down the road and that

on port call optimisation was defined as standard, now going

different ports?

of Ports and Harbours, an association based in Japan, in Tokyo

can evolve every year, so it’s about data collaboration.

through ISO on some models and so it’s really quite a revolution

saying that you’re working on standardising the format or the structure of the data you’re exchanging, but ports have different

Stephanie Trabia

as we speak.

and I am the Chair of the Data Collaboration Committee.

Michael Bergmann

What I see, Sean, going on in and everything we said, is in the

We are working on that with the IMO where we may see some

The issue that we have on data collaboration and I think all of us

middle of a very historical moment for the industry that has

In maritime trade we used to

kind of standardisation and also with the National Maritime

in the industry have been talking about data exchange since the

been driven over the last few years by the IMO. The IMO at

talk about cargo a lot, now

Single Window reporting within Europe. We could use the

EDI world, you know, like decades ago. We have been talking a

the FAL 46 Committee in May of 2022 has decided to enforce

the time has come to talk

European Maritime National Single Window Environment where

lot the last two years about data sharing.

the mandatory requirement as of 1 January ‘24 for what we

about vessels and it’s really a

you have standardisation of the port calls and the development

are calling the Maritime Single Window. The Maritime Single

revelation that we are having

of ISO for operational data as a basis.

Window is a data collaboration platform when it come to the

now. January 2024 is near so

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At IAPH, we launched a concept primarily from some of

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Pascal Oliver

SMI Industry Webinar

SMI Industry Webinar

we have to engage all parties, all stakeholders when it comes to

onto Michael in a second. Hans, just on that whole issue of

port call.

data collaboration and really, I suppose bringing in that sort of importance within the port sector of digitalisation and the

Sean Moloney

need for security privacy but also the need for stakeholders to

Pascal, thank you very much indeed. Let me bring in Stephanie

understand that they do need to digitise.

then bring in Hans. How easy is it going to be as far as this collaboration is concerned and it then brings in that element of

Hans Bobeldijk

standardisation; how can we start to get that ball rolling as far as

Yes, I definitely agree with Stephanie, I think it’s all about trust

getting all elements talking to themselves? So Stephanie, your

when it comes to what you are doing with the data and with

thoughts on it and then I’m going to bring Hans in.

whom you are sharing it with; are you in charge or are you not in charge? But I think it’s also quite difficult because if I look to my

Stephanie Trabia

customers, most them are terminals in and if you see the level

Thank you, Sean. So, when that got created, it was by a

of digitisation and the level of data that is available, some are

consortium of major trading companies and banks and so I

far advanced while others are at the beginning of the journey.

think that it helped for us to have the support from market

For some terminals there isn’t data because the jetty planning is

participants willing to go to digitalisation and also helping us

done on a white board so we can’t make connections between

in finding the right data they may want to exchange, in which

the white board and the data platform and it’s good for us

format, at what time, etc. So we basically built a platform with

that we have a standalone platform which can serve those

the help of these market participants and we use the blockchain

terminals at the beginning of the process, to start to digitise

technology and it was very important because the amount

their processes but also to serve the more digitised terminals to

of shareholders we have, who are competitors with each

accelerate their digitisation. The problem with standardisation

other, they were willing to exchange data but they wanted to

is that it takes a lot of time before you can start and I think the

keep their data private and that’s why we use the blockchain

benefit for us here at UAB, is that we start with making the

technology. Everybody can exchange data but they remain very

processes uniform and if we need to change some time stamps

private so they have their own space on the blockchain where

or keys for example, then it is easy to do so.

they have their own data and when they exchange data, they use a secure encrypted messages so it’s only the two parties that

Sean Moloney

are exchanging the information who can see this data.

But also, I think within that whole chain, there are a number of

So I think privacy was definitely a must and that’s why we used

stakeholders aren’t there, Hans, whether it’s the surveyors, the

the blockchain technology. Security was definitely a must,

owners, the master, whatever, they all have a role to play and

again, that’s why we use the blockchain technology; another

they need to be going down that route?

thing which was very important was the immutability of the data so i.e. you can’t deny or you can’t change the data you

Hans Bobeldijk

have been exchanging with a counterparty or with another

Yes, and that makes it also difficult because for many

participant and again, blockchain technology allowed us to do

stakeholders, it’s more of a top-down strategy. You need to have

that, to provide that to the customers. So, I think that in our

all parties involved before you receive all the data. It’s necessary

case, the technology helped us in answering our customer’s

to do it and keep going because we need to do it to make

requirements and I think it brought them some comfort in terms

further progression in the future but if you need to wait for these

of their fear in terms of exchanging the data knowing that they

initiatives, then we are too late and wont grab the low hanging

are competitors. The other thing, we don’t get access to their

fruit that we can take now. A good example is our platform with

data, we can’t do anything with their data so again, they have

UAB, with more than 60 terminals involved and also all surveyors

the security that this data is never going to be used for any other

involved. They accept the platform and are sharing data.

matters or be sold or be analysed by third parties. So, these rules allowed us to basically get all these people together and

Sean Moloney

being very willing to go to digitalisation for their processes.

Absolutely. Michael, let me bring you in on this, you’ve been very patient having your hand up and also Vincent, Ton and

Sean Moloney

Pascal, I’ll be jumping on you in a second as well for your views

Thank you very much, Stephanie and I’m going to bring Hans

and your comments but Michael, over to you.

in, and I notice that Michael’s got his hand up, so I’ll come

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Michael Bergmann

documents, not copied or fraudulent documents. So I think

Yes, thank you very much. I think it’s a very interesting discussion.

that these points are very important, it’s not only about privacy,

Touching on what Stephanie and Hans were saying, the data

it’s not only about security, it’s also about making sure that the

security aspect is one aspect of security which we have on the

documents or the data being exchanged between the right

different systems, right, the blockchain which Stephanie was very

parties are the real data

nicely describing or the situation Hans was describing his system but it’s also important that you have the right endpoint, so you

Vincent de Gast

are sending your data to the intended person and nobody can

Yes, I think, well, I heard some interesting things also mentioned

interject in-between. So that is what, for example, Perseus and

by Michael on collaborative decision-making and when do you

the Maritime Connectivity Platform is actually all about saying,

decide which vessel goes first or when you take a delay, who

we have an identity register and we ensure that what you intend

gets to decide that?

to send is what you will actually send to the right person and we have a service registry when you do not have the endpoint, you

I think what we see, if you look at the different types of ports

can find the endpoint that you actually go to the National Single

and different players within the ports, we make scheduling

Window and send it and in fact, you send it to the National

solutions for a single terminal but also for a whole port and

Single Window and not somebody else. The other aspect which

there’s such a big difference because if you look at the port

I think is also of interest is we need to start and we need to

as a whole, there are players involved, like Hans mentioned,

move forward. That is why the International Port CDM Council

that are very digitised and they have all the information there

has created the Maturity model. Not everybody needs to be

and they can provide you with information, so you can make

at the highest end of digitalisation. A small port may only need

really good decisions and there are also players that send in

a couple of aspects to be digitised. One other aspect which I

their forecasted vessel arrivals by email and then somebody

also want to bring forward when we talk about collaboration and

needs to type it in an Excel sheet, send it over and that makes

collaborative data sharing, is that you are sharing information

collaborative decision-making so much harder because you’re

and everybody has the same or a similar situation awareness,

not looking at the same actuality of data.

which is great and it’s important aspect. The other aspect is collaborative decision-making so you need to decide what is the

The other point that we see in our business is typically that

best for your infrastructure. So when you have a ship maybe the

we make simulation models of ports to do all kinds of future

pilot needs to wait a bit and say okay, I will come a little bit later

scenario analysis. So, what happens if through climate change

because if I come earlier, the ship will then wait in the port to get

the water levels rise or what happens if this port gets new

the berth place maybe or the tugboat operators need to come

terminals and new cables, how would the system perform in that

earlier to pick up the ship. So that collaboration what we do is

sense? Now, the vision generated by these models are typically

data sharing getting situation awareness through digital data

made and then never used again but what if you can connect

sharing and then we are deciding together to say what is the

them to this real time data? So, what if we have information on

best for the overall throughput in the port and for transportation,

maybe even barge level, you know, like which barge is being

including hinterland connectivity.

used at this time. So then you have a very actual picture of your ports and you can make predictions on the short term future on

Sean Moloney

how it’s going to play out in the port and in the operations.

Stephanie, you’ve got your hand up, do you want to make a point?

Sean Moloney Stephanie Trabia

Okay, thank you everyone for your time today. l

I fully agree with Michael, the point of making sure that the data being exchanged is coming from the source of the data and going to the right person, and I think it’s very important and it also brings the point about fraudulent action. So again, it’s also to ensure that the documents you’re exchanging, are real

To see and hear the debate in full please scan QR code above or visit: Issue 101 January/February 2023 Ship Management International 63 https://shipmanagementinternational.com/webinar_video/ports-needto-digitise-if-they-are-to-cut-costs-and-cut-emissions/

Singapore

Singapore:

Preparing for a next-gen future S

competitive,” she said. “For instance, our container throughput

of the alternative fuels required by decarbonisation; harnessing

in 2022 reached 37.3 million twenty-foot TEUs – which is the

the full benefits of digital efficiency; and addressing growing

second-highest throughput on record.

cybersecurity risks – all problems facing the global shipping

“Clearly, Singapore remains a favoured location for bunkers and has made progress in supplying alternative fuels to support

industry as a whole.

But Ms. Yang also highlighted, two specific Singaporean

maritime decarbonisation,” continued Ms Yang, also Chief

concerns, namely the rising costs of doing business in the city,

Executive Hong Lam Marine. “A total of 47.9 million tonnes

and the related struggle of attracting the right talent to work

of bunker sales was registered in 2022, which included about

in Singapore.

140,000 tonnes of biofuel blends over more than 90 biofuel bunkering operations.

“Additionally, the Singapore Registry of Ships continues to

“What concerns SSA is the increasing cost of doing business particularly in Singapore compared to other cities,” the association’s President said, “as Maritime Singapore is by its very

rank as one of the top five largest ship registries globally. The

definition, international in nature, and therefore our maritime

ingapore continues to top various rankings of global

Maritime Centre in 2022. Last year, total business spending

total tonnage of ships under the Singapore flag in 2022 was

companies feel it the most. For example, the rentals of homes

maritime hubs, with shipping accounting for as many

by shipping companies in Singapore exceeded S$4.3 billion,

close to 96 million GT, which is about a 4% increase from 2021.”

for our international talent, have increased fast in a short time.”

as 160,000 jobs out of the country’s total population

he said, with 30 companies establishing or expanding their

Ms. Yang also noted that 25 Singapore-flagged ships were

Then there is the “shortage and global tussle for talent,”

of less than 5.5 million, according to Singapore Maritime

operations in the city-state under programmes supported by the

last year added to the country’s Green Ship Programme - one

she continued, “especially for Singapore, where human talent

Foundation (SMF) figures. And unlike many other hubs,

MPA (Maritime and Port Authority) of Singapore, a 30% increase

of four Maritime Singapore Green Initiative programmes of the

is our only resource. We have to build a pipeline of talent not

its expertise spans the entire maritime spectrum and is

over 2021.

MPA that rewards ship owners who voluntarily adopt solutions

only to deal with shipping’s readiness for decarbonisation,

And on the innovation front, close to 100 MarineTech start-

that enable ships to exceed environmental regulatory standards

digitalisation and cybersecurity, we also have to make a

up companies have now been established in Singapore under

set by the IMO - taking the total number of recognised ships to

concerted effort to build a pipeline of technical and marine

is home to a diverse range of maritime businesses,” Mr Chee

the PIER 71 (Port Innovation Ecosystem Reimagines @BLOCK71)

650 since the programme’s inception in 2011.

specialists, that is the seafarers.”

Hong Tat, Senior Minister of State for Finance and Transport,

programme set up in 2018, he reported, with these start-ups

heavily focused on areas of innovation.

“As an International Maritime Centre, Maritime Singapore

“This is a testament to our joint efforts in supporting

To this end MPA, SSA, Singapore Maritime Officers’

told an audience at the SMF’s New Year Conversations event,

having raised over S$50 million in investment in the past four

the decarbonisation of the maritime sector,” she said,

Union (SMOU) and Singapore Organisation of Seamen (SOS)

“with more than 170 international shipping groups as well

years.

foreshadowing “a continued rise in [Singapore’s] green fleet in

have jointly set up a SailMAP (Sail Milestone Achievement

the coming years.”

Programme), she reminded, “where we are targeting to train

as other maritime players in the areas of finance, insurance,

SSA President Caroline Yang embellished further on some of

cybersecurity, shipbroking, law and arbitration’ - not to mention

the country’s ongoing maritime strengths in her address to the

its world-class port and shipyards.

SSA Lunar Cocktail meet.

The cluster possesses good momentum for future growth, he continued, having expanded steadily as an International

Minister Chee Hong Tat

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Issue 101 January/February 2023

“Relative to the decline in global container trade of

Looking ahead, the SSA President identified a number of

50 new seafarers every year with a 10-year programme. If the

major challenges that face the association’s members, however.

seafarer completes certain milestones, he or she will receive

These included preparation for the safe and cost-effective use

S$50,000 over those 10 years.”

some 3 to 4% last year, the Port of Singapore has remained

Caroline Yang

Issue 101 January/February 2023

Ship Management International

65

???

Singapore

Tan Chong Meng

Tuas Port

Separately, the MPA signed an MoU with Port of Rotterdam

The Port of Singapore remains essential to Singapore’s

last year to establish what is described as ‘the world’s longest

connectivity and trade with the rest of the world, and last year

Green and Digital Corridor’ between the two ports to facilitate

handled a total of 577.7 million tonnes of cargo, as well as

low and zero carbon shipping.

strengthening its position as a world-leading transhipment hub

MPA and Jurong Port have also signed up to The CASTOR Initiative to build the world’s first ammonia-fuelled tanker,

for containers.

Port operator PSA Singapore is mindful of the need to cater for future growth and last September opened the first

operating out of Singapore, by 2025.

Jurong Port’s CEO, Mr Ooi Boon Hoe, commented: “Being

three berths of the city’s new Tuas Port under Phase One of

the operator of the busiest bunkering terminal in the world’s

its development. To be the nucleus of Singapore’s maritime

largest bunkering port today, Jurong Port is keen to facilitate

and logistics ecosystem, Tuas is intended to mark a major

the adoption of such future marine fuels, including ammonia,

step forward in the port’s harnessing of data analytics and

by providing suitable supporting bunkering infrastructure.

digitalisation to continue managing cargo flow efficiently well

We look forward to contributing to the success of The Castor

into the future.

Initiative and reinforcing Singapore as the world’s leading

Mr Tan Chong Meng, Group CEO of PSA International, commented at the inauguration: “As an enabler of global

bunkering hub.”

Meanwhile, the MPA and DNV have agreed to continue

trade, PSA has contributed to Singapore’s success as an open

their collaboration on decarbonisation and digital innovation,

and connected trading economy. Tuas Port provides us with

having signed a Memorandum of Understanding (MOU) to

an opportunity to reinvigorate this mission for the digital

renew their partnership at the Singapore Norway Innovation

age and I believe it will further boost trade growth flowing

Conference last November. The three-year MOU will herald a

through Singapore.

new term of cooperation between the two, which began in in

“By dovetailing our port operations with the greater

2014 to cover emerging maritime trends such as autonomous

ecosystem in Tuas and through collaborating with like-

shipping, low and zero-carbon fuels and 3D manufacturing

minded partners for integrated intermodal solutions, we can

for ship spares.

better navigate the growing complexities of global supply

Kenneth Lim, Assistant Chief Executive (Industry and

chains. We look forward to embarking on this exciting journey

Transformation), MPA, said, “The renewal of the MOU

alongside our stakeholders to orchestrate trade growth and

between MPA and DNV underscores the commitment to

drive efficient, resilient and sustainable supply chain solutions

our decarbonisation and digitalisation aspirations, including

for our customers.”

talent development and R&D to chart the pathways to net

Indeed, PSA is taking part in several international coalitions to advance decarbonisation, including the Lloyd’s Registerled Silk Alliance, a cross supply-chain maritime partnership to

zero for international shipping while complementing IMO’s GHG strategy.”

Singapore has also teamed with the IMO to launch

develop a network of intra-Asian ‘green corridors’ for container

NextGEN Connect, a programme under which diverse

traffic based out of Singapore. It is also a signatory to the Call

maritime stakeholders are invited to suggest ways to develop

to Action for Shipping Decarbonisation by the Global Maritime

pilot schemes to reduce GHG emissions at specific points on

Forum’s Getting to Zero Coalition.

shipping routes in the Asia-Pacific region.

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Singapore

Decarbonisation & digital Leading ship owners and managers based in Singapore

engineering company, based in India. PIL transported the shipment comprising iron and steel structures from India to UAE aboard the Uru Bhum within two weeks. The new digital process

are likewise rising to the twin challenges of decarbonisation

facilitated the fast delivery time, the liner company reports,

and digitalisation.

offering the customer an efficient and smooth experience.

Controlling a fleet of over 490 vessels transporting oil, gas

Singapore-headquartered Japanese liner grouping ONE

and dry commodities, BW Group is one of the largest shipping

(Ocean Network Express) reports that last year it earned a B rating

players based in the Republic, headed up by Chairman Andreas

from non-profit environmental reporting body CDP (Carbon

Sohmen-Pao, third-generation member of the family of the

Disclosure Project) for its sustainability efforts, having previously

group’s legendary founder Sir Y.K. Pao. It has some 200 LNG and

improved this rating from D in 2020 to C in 2021. As part of its

LPG vessels, said to be the largest gas fleet in the world, as well as

ongoing Green Strategy to reduce CO2 emissions, ONE says it

investments in sustainable technologies, in solar, wind, batteries,

will now install Bow Wind Shields on all its newbuildings, having

biofuels and water treatment.

successfully already started the practice with the 20,000 TEU ONE

Last August BW took delivery of two 174,000 cbm LNG

Trust and ONE Tradition.

Meanwhile, wet and dry bulk operator Pacific Carriers Limited

newbuildings, from DSME in Korea, described as having the industry’s lowest fuel consumption and emissions profile. “We are

(PCL), together with fellow Singapore-based regional shipyards

committed to providing high-quality vessels and operations to

owner PaxOcean Holdings Pte Ltd (PaxOcean), recently signed

our LNG customers and supporting the progress towards a low-

a joint development project (JDP) with class society ABS to study

carbon society,” the company said in a statement on the occasion

methanol as an alternative fuel for the PCL fleet. Under the JDP,

of the naming ceremony of the two Singaporean-flagged vessels.

ABS will evaluate the means and impact of retrofitting a PCL

BW also has its own digital affiliate, BW Digital Pte. Ltd,

vessel with a propulsion system powered by methanol as an

which develops, funds and operates digital infrastructure in the

alternative low-carbon fuel option.

Hor Weng Yew, MD and CEO of PCL said: “This partnership

Asia-Pacific region. It is the owner and developer of Hawaiki and Hawaiki Nui submarine cables, that Mr Sohmen-Pao credits as

with ABS and PaxOcean is part of PCL’s commitment to achieve

having helped “change the landscape of international connectivity

carbon neutrality by 2050 or earlier. With methanol gaining

in the Pacific region.”

maturity as a marine fuel, we believe it has great potential to

Singapore’s Pacific International Lines (PIL), one of the world’s

significantly reduce our carbon footprint in the short to mid-term.

top 12 container carriers, recently opened a Centre for Maritime

This study will serve to identify the options we have to adapt our

Efficiency (CME) which is powered by the i4 Platform and uses

existing ships to handle methanol effectively and safely.”

Tan Thai Yong, MD & CEO of PaxOcean commented:

shoreside routing services as the technological backbone for achieving its goals. PIL has also engaged Lloyd’s Register fleet

“Our collaboration with PCL and ABS brings together

optimisation experts, within LR’s i4 Insight brand, to help it reduce

collective expertise that allows us to work alongside

emissions and maximise fleet performance with a four-year fleet

to accelerate the potential use of methanol as a future

wide agreement.

alternative fuel for ships which will significantly reduce

PIL General Manager, Operations & Procurement, Abhishek Chawla, said: “As PIL continues to grow our container shipping business in key regions around the world, sustainability is also

Singapore’s carbon footprint.”

Manager initiatives

a key focus. Being a more operationally efficient shipping line would significantly help us to reduce our carbon footprint. With

Ship and crew managers based in Singapore are also doing their bit on the decarbonisation and digital efficiency front.

LR as one of our partners in the CME, we are aligned in our goal

The Thome Group – which plans to merge with fellow

to leverage technology and digitalisation in our operations for

Norwegian-origin OSM Maritime (see Cover Story) - has opened

enhanced operational effectiveness.”

a modern operations hub at its office in Mumbai following the

PIL is also a firm supporter of digitalisation and last October

strengthening of its fleet support function and as a major step

successfully implemented its first electronic Bills of Lading

towards accomplishing its decarbonisation goals. The hub – which

(eB/L), using CargoDocs, for a leading international construction

uses a large video wall comprising 10 LED monitors to display

Andreas Sohmen-Pao

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Singapore Olav Nortun

Capt. Rajesh Unni

different monitoring and enterprise resource planning systems

In October last year it welcomed Searchlight Capital

simultaneously - will complement an existing one at Thome

Partners’ acquisition of a minority ownership stake in the

Group’s head office in Singapore which opened in November 2017

Group. Synergy Founder and CEO Capt, Rajesh Unni

to enhance its ship management services and reaction times to

welcomed Searchlight as a partner with “a strong and

emergency responses.

demonstrable track record of rigorous [digital] transformation

“This facility will enable our vessel performance team to actively

and operational excellence execution,” adding: “We need

track the parameters and conditions vital for the optimization of fuel

to look at newer operating models focused on a value driven

consumption and consequently help with emissions reduction,”

partnership as opposed to the present vendor mindset in the

says Olav Nortun, CEO of the Thome Group. “Our performance

ship management industry. Amongst other things, this could

team will also proactively advise our vessel managers to make

be driven by digitalisation especially considering the increased

changes to achieve targeted CII (Carbon Intensity Indicator) ratings

regulatory complexity and ever growing ESG considerations.”

through speed optimisation, hull condition management, and

Finally, one of the world’s largest ship managers, Anglo-

appropriate adjustments to the operations of propulsion and

Eastern Univan – which is headquartered in Hong Kong but

auxiliary machinery. The facility will also assist with remote support

maintains an important presence in Singapore – has teamed

for weather-based routing and equipment troubleshooting.”

with containership-owning giant Seaspan Corp to set up a

Synergy Marine Group set up in Singapore in 2006 and has

new procurement joint venture. The company, to be called Sea

since proved one of the fastest expanding ship management

Sourcing, will be based in Singapore, reflecting the city-state’s

companies, now handling over 500 vessels – including complex

importance as a ship supply hub.

LNG, LPG and huge 20,000+ TEU container ships - employing more

Besides providing economies of scale, Anglo-Eastern COO

than 19,000 seafarers from a network of 25 offices in 13 countries. It

Carsten Ostenfeldt says: “We foresee exciting developments in the

prides itself on a strong focus on crew wellbeing, digitalisation and

digital space as a consequence of our combined forces and look

environmentally responsible policies, describing itself as being at

forward to embracing next-generation digital procurement as a way

the forefront of transforming the ship management industry.

to further add value for our clients.” l

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Regional Focus: Singapore

Regional Focus: Singapore

MTM Ship Management - an owner’s perspective

Covid impact switches the focus to quality managers The Covid pandemic and the ensuing boom in the global container markets were beneficial in helping to crystalise ship owner views in Singapore and the Far East on the importance of using a strong international ship manager, according to Demetris Chrysostomou, Managing Director Asia Region and Group Director Business Development at the Columbia Group.

H

basis of which it has developed strong

vetting and planned maintenance in one

process and procedures to handle biofuel

digital platform,” he continues. “MTM

TM was founded in 1980 in

consumption on its fleet vessels and is

is also developing a mobile-based

Singapore as ship brokerage

“fully prepared for future biofuel usage,”

ship inspection App where the vessel

company for chemical and

says Capt. Singhal.

superintendent or senior officers can

M

vegetable/palm oil trade. By 1987

MTM has also installed energy saving

directly capture and report the vessel condition on the App.

it owned and operated a fleet of 10

devices like propeller boss cap fins

vessels and the decision was taken

(PBCF) on all owned vessels, which the

All the above information is available

eightened regulations and

management of their vessels, they

What has started to happen is a

to set up a shipmanagement arm the

MD reports can give a fuel saving of up

to the clients through [our] Owner portal

procedures associated with the

started to look to third party managers

genuine need from Asian shipowners

following year to manage crewing,

to 3-5%, in turn reducing CO2 emissions

where they can see their vessels latest

way countries in the Far East

because of a shortage of their own

for international ship managers because

technical and commercial aspects of

by 9-15%. In addition, the shipmanager

reports and status.”

resources,” he added.

of the increase in regulations, especially

ship operations.

has carried out in-depth project studies

dealt with the pandemic, meant that

MTM has also partnered with leading

on various other fuel-saving devices “like

naval analytics companies like VPS &

the issues they previously could, so

demand for ship managers able

the shipping markets meant a number

after a diverse fleet of 70-plus vessels

Mewis duct, propeller modification, VFD,

Oceanix to provide Hull and Engine

they turned increasingly to the larger

to provide quality crew and quality

of the owners moved from being

of different types,relates its Managing

air gill lubrication with detailed ROI/NAV/

performance management to its clients.

management companies for help. “The

shipmanagement services was significant

locally focused to being global in their

Director, Capt. Rajiv Singhal (pictured),

IRR analysis,” which Capt. Singhal explains

For monitoring the CII of all its vessels,

result was that companies like Columbia

and contributed to sizeable growth in

perspective. As their vessels started

including aframax, LR, MR, product and

“can assist clients should they decide to

it has developed a dedicated module in

were able to secure more visibility of

Columbia’s Singapore office, he said.

trading internationally, the need for larger

SS chemical tankers, as well as having

install any of these energy saving devices

ShipSoft where the year-to-date CII rating

“A lot of owners were employing

shipmanagement expertise, with a global

gas tanker experience. On the dry

on their vessels.”

of the vessels can be easily monitored.

office network, started to grow.

side, it manages bulk carriers ranging

Plus MTM is replacing all conventional

Last but not least on the digital front,

in size from handies up to supramax,

fluorescent lights onboard by LED lighting

it has developed a web-based crew portal

many owners found they couldn’t solve

their own capabilities and the care

The impact this had on market

which they gave vessels under their

Chinese seafarers but had to find

management,” he said.

crewing alternatives because of the

relating to the environment. The rise in

“Clients in Asia have become more

Today MTM Ship Management looks

difficulties Chinese crew had in travelling

open to change rather which has helped

kamsarmax and capes, and also

to reduce power consumption, and

where all latest knowledge sharing tools

container market that we saw,

to and from their vessels during the

a lot. And while Asia is looking good,

managed container ships earlier.

has further drawn up a detailed Energy

(KST), new regulations and company

especially here in Asia, had a very

pandemic. Even if they could travel,

we’re starting to see a lot of projects

Management Plan (EMP) which will assist

procedures are posted to enhance

positive effect on our operations

a lot of the Chinese crew were not

materialising in China, especially

chosen as location for MTM as a trader,

sea staff in saving fuel consumption

seafarer training.

in Singapore as shipowners started

taking ocean-going seafarer jobs but

a return to offshore,” Demetris

shipowner and finally shipmanager,

onboard their vessels. The company has

Capt. Singhal concludes by making

to invest heavily in vessels, either

opting for more lucrative shipyard new

Chrysostomou stressed. “There is a lot

Capt. Singhal lists its position on a major

also developed software with the help of

the point that “MTM is not a third-party

second hand units or newbuildings.

building delivery short-based contracts

of investment in local windfarms and the

shipping route, excellent infrastructure

naval architects in India and Europe “to

manager. We manage ships with an

And whereas owning entities in major

which ultimately pushed up the cost

cruise sector is starting to come back

and global connectivity, highly skilled and

monitor frictional losses and lower the

owner’s perspective.

Asian shipowning countries maybe had

for Chinese seafarers and negatively

in China now that the Covid restrictions

experienced maritime talent pool, fully

company’s carbon footprint,” he says.

previously concentrated on in-house

impacted retention.”

have been lifted.” l

supportive government bodies, role as

“The journey towards voyage optimisation

and providing high commercial viability

a global hub for activities like bunkering,

has also begun in MTM.”

at all times, is what our teams aspire

“The immediate boom in the

As to reasons why Singapore was first

Asset preservation and enhancement,

spares, stores, provision supplies and crew

Regarding digitalisation initiatives,

to deliver. The Technical and Marine

change, and world-class shiprepair and

MTM has developed in-house a “best-

teams are well supported by [other]

dry-docking facilities.

in-class software programs, ‘ShipSoft’,

competent teams like PMS (Planned

“We manage ships for reputed

to monitor all aspects of ship operations

Maintenance System), Vessel Performance

owners and operators on the tanker and

which include crew management, ship

Management, Supply Chain Management

dry side from USA, Europe, Far East,

inspections, audits, purchasing, budget

and IT infrastructure, which are among the

Southeast Asia and Meddle East,” says

control, safety & quality, insurance,

best in the industry.” l

Capt. Singhal. “60 % of the fleet is owned

by MTM.” On the decarbonisation front, MTM is playing a pioneering role and has taken a number of initiatives. These include a successful trial of biofuel usage - including aboard the MTM Colorado - on the

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Regional Focus: Singapore

ABS Singapore makes simulation a reality for system modelling Applications include lifecycle performance analysis, cyber security, digital twins and artificial intelligence, writes Gu Hai, Vice President, Head of Global Simulation Center, ABS Singapore

N

helping maritime stakeholders

methodology proven in other industries,

the impact of dual fuel or hybrid power

create models of physical assets

ABS can assemble all the elements into

design. In a hybrid battery/dual fuel

in a digital environment to understand

a model that can be used to evaluate

concept, a simulation model can be

their behaviour under real world

behaviour from system level to an entire

used to understand battery capacity and

conditions. This simulation technique can

physical system.

performance, how integrate to integrate

Adapting a state-of-the-art

ew simulation techniques are

A regular request is to understand

the system or how to optimise charge/

be used on both high level and highly

ABS Singapore is working with

detailed scenarios, as detailed as a

shipowners, shipyards and equipment

single component, a complete system or

manufacturers to support the impact

Because simulation creates a

structure across a ship or a fleet up to an

of energy efficiency technologies at all

replica of real world conditions, it can

entire physical infrastructure plan such as

phases through a vessel’s lifecycle.

be applied to concepts like smart

ABS has used simulation to

a green corridor.

discharge routines.

and autonomous functions which are

evaluate energy efficiency concepts for

controlled by software. Because software

in the form of structural or

use on newbuildings or as a retrofit to

cannot touch and feel, simulation can be

hydrodynamics analysis for some years

an existing vessel. By building a model

used to build an environment to perform

but the ability to model assets at a

to evaluate performance it is possible

virtual system testing.

macro or micro level represents a new

to support concept selection and

For a detailed ship model, users can

frontier in assessing asset performance

validate design decisions with given

inject data gathered from physical sensors

for the shipping industry.

operational profiles.

to understand system performance and

ABS has been using simulation

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???

Regional Focus: Singapore

create a true digital twin on which further

The project combines construction

The SMI project will use data to train a

simulation can be performed to improve

of a physical lab-based system model

neural network to behave in a similar way

operational optimisation.

and a virtual model created by ABS. This

as a physical system but one for which the

Among the use cases supported

approach reflects the fast-evolving nature

large amount of data normally required

by ABS is cyber security, modelling ship

of cyber security, where the virtual model

does not exist. ABS will use a physics-

systems and using simulation to evaluate

can be updated and expanded as new

based approach to create a model that

the impact and consequences of a

threats emerge.

can be used to generate the data that

cyberattack in the digital domain.

Simulation also has a close

can be used to train the AI.

ABS has collaborated with

relationship to the emerging role of

ABS rounded off 2022 by finishing

stakeholders including iTrust, Center

artificial intelligence (AI) in shipping.

as top performer in the maritime sector

for Research in Cyber Security at the

Under the auspices of the Singapore

in the SGUnited Mid-Career Pathways

Singapore University of Technology and

Maritime Institute, the Singapore

Programme – Company Training (SGUP-

Design and Singapore Polytechnic’s

Maritime AI programme is studying

CT), providing training on system modelling

Centre of Excellence in Maritime Safety

how AI and simulation can help

and simulation to mid-career individuals

to build the cyber-physical Maritime

designers and operators understand

and professionals at shipyards, designers,

Testbed of Shipboard Operational

complex problems that cannot easily be

government agencies, seeking to further

Technology (MariOT).

modelled mathematically.

their careers and acquire new skillsets. l

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Ad Hoc

Ad Hoc

CMA Shipping doubles up on Commodores

ABBA voyages on with Wallenius

In a first-of-its-kind dual award, the Connecticut

Proving a ‘sleeper’ hit in London is ABBA Voyage, a revolutionary concert show featuring

Maritime Association (CMA) Commodore title for

hologram versions of the Swedish pop group members as they were 40 years ago. A key

the year 2023 will be shared by the two cousins

sponsor of the show is Swedish shipping group Wallenius. Which has its own hospitality

leading the Italian d’Amico Group, Cesare d’Amico,

lounge at the venue named after its new rage of environmental, wind-assisted designs

CEO of d’Amico Dry Cargo, and Paolo d’Amico,

named Oceanbird. “We are proud to support ABBA Voyage with sustainable logistic

President and CEO of d’Amico International

solutions,” says Jonas Kleberg, Chairman & CEO Wallenius Lines. “Wallenius has a long

Shipping (DIS). The Award will be presented on

history as the forerunner in sustainable shipping. Our joint values and focus on humanitarian

Thursday, March 23 at the Gala Dinner marking the

aid, combined with the latest technology and digitalisation, will lead the way into the future

conclusion of the annual CMA Shipping conference

– without losing our history.”

and expo, at the Hilton Hotel in Stamford,

“I believe we must be at the forefront of what music and entertainment can be with ABBA

Connecticut. President of the CMA Sandra Ennor

Voyage,” says ABBA’s Benny Andersson, “and it is extremely pleasing to be able to make it all happen in partnership with

said: “Recognising the incredible family-oriented success story of d’Amico through this award is a real honour and we’re

Oceanbird and Wallenius, who are as keen on sustainability as we are.” l

delighted that Paolo and Cesare have accepted. The North American maritime community have long-standing and valuable connections to d’Amico and great respect for the achievements of the group. We can’t wait to welcome our Commodores to the gala dinner and conference this year and celebrate their shared successes.” l

Helping map ocean climate OTG helps save whales

For the second year running MSC (Mediterranean Shipping Company) is again supporting

Ocean Technologies Group (OTG) has partnered with World

veteran skipper Boris Herrmann and Team Malizia in a round-the-world sailing race that

Cetacean Alliance (WCA) to make their e-learning title: “Becoming

seeks to promote ocean science, protection, and education around the world.

Whale Aware’’ available through the award-winning Ocean

Over the next six months Team Malizia will circumnavigate the globe, visiting nine iconic

Learning Platform (OLP). The WCA-designed course supports

cities and ports, and collecting CO2 data from the most remote regions of the ocean. MSC

commercial vessel operators by educating crews on how to avoid

is one of the yacht’s six founding support sponsors. Carrying the message ‘A Race We Must Win’, the team’s voyage will

collisions with whales and dolphins. This, in turn, contributes to

form part of educational program ‘My Ocean Challenge’, used to teach children – including future marine scientists -

improving the safety of crew, passengers, vessels, and the wider

about the beauty of the oceans and the dangers they face through climate change. Team Malizia is equipped with an

marine environment. Harry Eckman, CEO of the WCA, said: “The

innovative onboard mini-laboratory designed to capture ocean science datasets, including from the remote region of the

WCA is thrilled to be working with OTG to host our ‘Whale Aware’

Southern Ocean, helping the scientific community build up a picture of that area for the first time. l

course on their Ocean Learning Platform. It’s a hugely important relationship that puts our course within reach of over one million seafarers and provides training that can potentially save the lives of thousands of whales.” l

Thome backs DEI event in India FLEET leader honoured in India

Aiming to break the bias against women in the male-dominated shipping

Congratulations go to Kishore Rajvanshy, MD of Fleet Management Limited (FLEET), who was

seminar in Gujrat, India, attended by prominent women seafarers and

recently awarded the honorary degree of Doctor of Engineering and Technology by the Academy

other dignitaries and stakeholders in the maritime industry.

of Maritime Education and Training – AMET University – in Chennai. “Shri Rajvanshy is a visionary…

Thome India’s Head of Recruitment, Capt. Vinay Singh Chauhan

always ahead of his time.” AMET’s Col. Dr G Thiruvasagam said during presentation the honour.

attended the symposium and supported the participants, gender

Originally from Rajasthan, Dr Rajvanshy graduated from BITS Pilani as a Mechanical Engineer and

equality and women empowerment being goals that are actively

began sailing at 21 years of age. He went on to become one of the youngest Chief Engineers at

promoted at Thome. “We at Thome Group remain fully committed to

the Shipping Corporation of India (SCI) before beginning his shore-based career in Mumbai as a

enhancing the participation of women in the maritime industry,” said the

Superintendent. After moving to Hong Kong, he joined Univan and rose through the ranks to General Manager. In 1994, he

company in a news report of the event, thanking Ganpat University for

joined Noble Group to establish FLEET, which was subsequently acquired by The Caravel Group. The company has grown

hosting such a constructive seminar to promote diversity, equality, and

organically from an initial one ship under management to more than 630 today. l

inclusivity (DEI). l

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???

Isle of Man Debate

Sean Moloney Looking domestically and internationally, what are the challenges and the opportunities facing companies in the Isle of Man, and what do you need to focus on to start a clear path forward? Luke, let me start with you on that.

Luke Tippett I think if we look on the more negative aspect to start with, there are challenges that we’ve felt for a number of years now. I’ve been on the island for just over 10 years but since my early years, I’ve seen the commercial shipping community rapidly decline. I’ve heard lots of wonderful stories of the various companies interacting on a work and social level, bouncing ideas off one another, and we don’t have that any longer in terms of such a large presence of companies with worldwide

ISLE OF MAN

DEBATE

ownership. We of course do have Isle of Man Maritime, and those involved with Isle of Man Maritime do a great job, and I think one of the things they try to do is keep a joined-up approach, hearing ideas from different people and different organisations across various areas of maritime. It’s not just commercial shipping, of course, but there’s yachting and the IT side of things as well.

But when you really do deplete the pool of people either working in, or interested in, Luke Tippett, Managing Director and CEO of the Dohle Isle of Man Group of Companies

commercial shipping, that therefore makes it a bit tougher for us as companies in terms of growing as fast as you’d like to, or sourcing replacements when people decide to move on or leave the island. At the same time, in terms of opportunities, whilst there still remains a select group of companies here there’s a willingness there for these companies to grow and to develop, and bring people in. We have a maritime element in the careers fair here

In the latest in its series of industry round table debates, SMI travelled to the Isle of Man to debate key issues facing the island’s maritime cluster.

that Isle of Man Maritime are heavily involved in, and they push members to engage in this as well, to open the eyes of people at GCSE age or going into university who are making their life career choices. So getting people’s interest fighting off competition from other industries, I think that’s a key opportunity for us, but it’s just making that step.

Topics such as the challenges and opportunities facing companies on the Isle of Man and what they need to focus on to steer a clear path forward were discussed, and the role of the island as a future digital hub was one of the interesting conclusions teased out.

Moderated by Sean Moloney, CEO of Elaborate Communications, the panellists included Luke Tippett, Managing Director and CEO of the Dohle Isle of Man Group of Companies; David Furnival, Chairman of Bernhard Schulte Shipmanagement (BSM); Bruce MacGregor, Director of PDMS; Cameron Mitchell, Director of the Isle of Man Ship Registry; Lee Clarke, General Manager of Isle of Man Maritime; Robert Hockel, Managing Director, Shell Ship Management; and Sven Fromm, Managing Director, Clever Marine Services.

Lee Clarke Can I just expand on that? When I came into the position of general manager, coming from career development in the maritime industry, one of my bugbears was this ‘careers at sea’ tagline. I recognise that’s where a lot of us start, but I’m sure there’s other people around the table that didn’t go to sea, and there is such a huge potential to tap into, certainly here on the Isle of Man. Lee Clarke, General Manager of Isle of Man Maritime

So, what we’ve tried to do is change that talk and say, “look, you can start at sea” and we have a very successful cadet programme. We have Shell and we have Dohle that have Manx cadets, and that’s a stepping-stone, I believe – and we have a number of other cadets, with Carnival and so on. And I think bringing them back in future, to be the future maritime leaders, I think is important for the Isle of Man. But coming back to the grassroots and saying, “if you are IT minded, if you’re finance minded, it doesn’t matter, you can still work in the maritime sector.” And we had over 120 people attend that event, and it was a huge success, because it really got the word out that maritime is growing. We’ve got several initiatives we’re looking

at, working with Fleetwood Nautical College, to do everything from the base roots level of efficient deckhands or motormen, all the way through to different courses for crew management and stuff like that. So, these are the things that we’re looking at, because we recognise that there is an element of bringing relocating people to the Isle of Man, and the Isle of Man Plan supports that, but also home growing our own, making sure that they understand that we are a maritime nation, is very important.

Sean Moloney But what’s driving this decline in shipping companies on the island?

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Isle of Man Debate

Isle of Man Debate

resources element, which is another big part of the equation,

with what we

people who used to maybe be on the ship, then used to go to

Sven Fromm

labour costs etc. We’ve got the infrastructure here, good 5G, wi-

do, and we

the yard, the yard people became the superintendents, and we

Careers in shipping

fi. We’ve got all of that. I think we’re a very digital-focused island,

also have the

still had an employment model where we had lots of people from

that are finance,

but that’s not attractive enough. Most shipping companies have

crew pool, who

the UK in those positions, even in Germany. But today everybody

IT, book-keeping or

a global perspective these days and realise they need a specific

are very loyal, and

has Asian seafarers, Indian or Filipino, and it makes sense that

whatever, it isn’t really a

strategy for specific regions, including where you’re trading, such

we could circulate

these people move into office space roles, so you set up an office

problem. But to get people

as an Asia Pacific rim strategy. So having an office just in the Isle

them back to the

where they are and play the arbitrage game on the salaries. What

motivated to actually go on

of Man, that’s not going to serve you or your company very well.

clients on a regular

is a disruptor is the technology, and we have proven under Covid

a ship or touch a spanner is

You’ll have one in Singapore or you’ll have one in Hong Kong.

an international problem not

basis, so everyone was

that it doesn’t really matter where you sit. It’s the quality you

satisfied. The problem is,

provide. And I think the living standards are levelling up, rand you

of course, we have a lot of

see that with the seafarers’ salaries, where they’re more moving

competition, external, and

to one direction rather than having one salary per nationality. So,

we have internal competition,

I think the challenge for us is how we can use that technology so

because we have offices in most of the major maritime areas. And

they don’t notice where the service is, but still maybe have a local

an Isle of Man problem. You

Sean Moloney

don’t get a German behind the

If you look just on the flag side, you’ve got the UK Ship Register

furnace anymore if you don’t pay

and its new concierge service, and they’re stepping up and

him millions to actually go on a ship,

they’re trying to be a bit more aggressive. Is that affecting things

because you can earn basically the same as a plumber and see

as far as the Isle of Man is concerned? I mean you’ve always

as they grow, they become more efficient, more profitable while

person in that country. But I think that’s where the challenge is,

your family every evening. So, that is the big problem. And you

been brilliant at promoting your flag.

as you get smaller, it does the opposite. So, while we still have

and we need to go with that transformation.

Sven Fromm, Managing Director, Clever Marine Services

profitability here, the future requires expansion, and there is no

need people that are still educated properly, can do their job, have a practical side not just the ability to open a laptop.

Bruce MacGregor, Director of PDMS

Cameron Mitchell

expansion at the moment, because if we did get more business,

Bruce MacGregor

And still are! We have a different model to that of the UK. We

it’s not going to go the Isle of Man as a first choice. It will go to

Digital Transformation is currently a key business need in the

Bruce MacGregor

don’t lose any tonnage to the UK from the Isle of Man. Again,

Mumbai or Singapore. And that’s often because that’s where the

Maritime sector, so as well as attracting such IT skills to provide

I think there’s a place and opportunities for attracting people

I think it’s about the rest of the world growing up. When we

client wants the business to be carried out.

these much-needed digital transformation services, as PDMS

into wider Maritime Service business areas, aside from the more

talk about the quality of flags now, I believe that we’re the

do, the island could also achieve, further growth in the variety

traditional ship management activities. This is already reflected

best quality flag in the world, but the quality of other flags has

Sean Moloney

by the breadth of services delivered by organisations in the

increased, so your competitive advantage is no longer what

Right, a lot of points there. Looking at the future of ship

can be exported, whether in IT or other maritime services of

existing IoM Maritime cluster. The industry is changing all the

it used to be. And I think that’s another factor in attracting

management here on the island, what is it that needs actually to

course. As an example, PDMS do a lot of work on Island but also

time, across the board, including with Digital Transformation

shipping companies. So, marketing… absolutely. Our model is

be done to try and develop growth?

internationally, with a lot of the expertise and the coordination

requirements, and so there’s opportunities for young, talented

business development managers in key maritime locations. We

people, in maritime organisations, that maybe currently

currently have a business development manager in Hamburg,

David Furnival

work in different sectors, hopefully these organisations and

Singapore, Tokyo, Beijing and Athens in Greece, and this year

Well, digitalisation is one area that will assist, because obviously,

opportunities make the maritime sector just as attractive.

we will bring on another four business development managers,

if you downsize your office operations, work more from home,

Sean Moloney

There’s a lot of great activity and organisations here on the

and they will be based in Hong Kong, Taiwan, the US and

you can achieve a lot. I mean, I don’t only work in my role with the

I totally agree that you don’t need to have that many people

Island, delivering a wide range of maritime related services,

Middle East. So, that’s our model. We support our BDMs and

Isle of Man office. I work with all the other offices, virtually, and

here. I mean, a lot of Greek shipowners will have their

which if marketed correctly could attract even more maritime

they support our marketing ambitions. We’re not sure. So, that’s

it’s very, very effective. You don’t have to travel too much, and we

headquarters in Monaco and have 20 people there, but their

services and talent. Those new businesses and young talented

our model. We support them.

can get things done. So, companies that digitalise and can offer

ships are trading all round the world. But a basic question is

that reduced overhead cost as part of the service, I think that’s

what’s going to bring them here?

people would by nature then promote and attract others to the Sean Moloney

maritime sector on the Island.

coming from here on the Isle of Man. Providing services further

we’ve been discussing but also on the ship management sector.

Yes, it’s just a question of different sectors, isn’t it? We’ve seen

afield is not such a big challenge any more.

one way potentially.

Bruce MacGregor

David, let me bring you and then Rob in on this, touching on what Cameron Mitchell

of maritime sector services building more service expertise that

Cameron Mitchell

Well, I guess it comes down to a combination of both business

I think what David’s talking about there is exactly what we are

and personal factors, doesn’t it? As Cameron was saying earlier,

some sectors do very well on the island but shipping has been

David Furnival

doing as our flag state model, by putting business development

we’ve got to look at, and market the business attractors, whether

in decline. I think a bit of history is probably important in all of

From BSM’s perspective, the reason we were successful here for

managers in the places where people are doing business and

they are from the local jurisdiction benefits, regulations benefits

these discussions. In 1984, the Isle of Man Registry was created

the last 30 years is because of specialisation, in the energy, LPG

they want to talk to somebody local, on the ground, in that

or other key areas. But also, there is a great personal quality of

as a flag really as a second British registry, which allowed

and offshore sectors, and we’ve got a lot of talented people

country. Most of these BDMs have a technical background, so

life here on the Island. If you enhance, create and market, what a

tonnage to move here and still be counted as British tonnage

who’ve worked in the company for decades. We’re very loyal and

they can answer questions. We train them. They understand our

place like the Island has to offer, then there are more people and

at the IMO. Companies were enticed to come here because

we’re well respected. They started to retire, that’s the problem,

model, what we do, and that has been invaluable for us, because

their businesses who will want to come. We have some people,

there was a zero percent corporate tax, there still is zero percent

and getting people coming in to backfill, there’s a challenge.

I think, as a flag state, we’d be struggling now if we didn’t have

that work with us now, that have actually come to the Island from

corporate tax. It gave an advantage over the rest of the world

So, at one point maybe seven or eight years ago, we had to

those people on the ground.

further afield in Europe because they’ve liked the idea of what we

at that time. But the rest of the world’s moved on and caught

close down the technical operations here, because we also

up. Singapore, Dubai, all of the big maritime hubs now can all

have an office in Newcastle that did the same thing, and simple

Rob Hockel

the messages of the value of being a business here as well the

offer all of those things, and free accommodation, saying “if you

consolidation allowed some profitability from that business. We

Probably at this stage it’s more a summary of what everybody has

personal perspective ‘out-there’, and of course further looking to

register this many ships with us, you can move here for free.”

kept on with the crewing, because we still had a lot of talented

mentioned, but I think we have seen the transition of shipping

ourselves as a jurisdiction as to where we can create more new

And to compete in that space you also have to have the human

crewing people here, clients, clients like BP who are very satisfied

to the east. First, it was the shipyards. Now it’s the seafarers. So,

attractors.

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do and in living here. So, I think, while it’s a challenge, it’s getting

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Isle of Man Debate

Isle of Man Debate

Cameron Mitchell, Director of the Isle of Man Ship Registry

Bruce MacGregor

other countries or other regions of the world have become

software development than we have in ship management,

On the digital services and transformation side, it’s also about

more attractive, for the reasons that we’ve mentioned. But if

and we manage over 600 ships. So, it’s a massive change, a

having the skilled people, and the in-demand IT services.

we’re tapping into something different or, let’s say, being the

transformation, and the profitability we’re getting from that

Because if you’re a large maritime organisation, operating

market leader when it comes to the digital side of things, if that’s

digital offering is more than the ship management offering. So,

elsewhere in the world, your likely to consider a number of

what it takes to put our heads above the parapet again, I think

we’re sort of transforming our entire company in one way into

factors when it comes to service offerings and not just about

that’s something where we can really set a good example. We

a digital company. And I joked some time ago that, if you buy

where the data is as they are also likely to want some real

have the intelligence, the workforce on the ground. We can no

MariApp software, you get your ship management thrown in

people on the ground that have the expertise to look after, their

longer, I think, rely on what we’ve been talking about for the last

there for free. We’re getting pretty close to that.

services, their data and to help-out.” In fact, there are actually

five or ten years, the fact we have a highly reputable flag, and

a lot of associated skills and services on the Island. With digital

we have maritime experts, and we have competent law firms.

Sean Moloney

technology, it’s not just about buying a piece of kit or software.

There has to be a new niche, how we can stand out once again

If you look at clusters, each has an area of responsibility and

It’s about actually accessing services and the people that look

and put us back on people’s maps, their radars.

expertise. London is financial services. Hamburg is ship owning, container lines. Mumbai is recruitment. Why can’t the Isle of

Rob Hockel

after it, whether that’s hardware or software, in order to make

Maybe to add to that, I think also the whole

their business operation a success. I think it’s an area where the

Sven Fromm

Man be data handling and digitalisation, or is there too huge an

world is commoditising left, right and centre,

Island has already got quite a lot to offer while also being an

But I think innovation cycles are so much quicker now, and

amount of competition there already?

so even something like LNG is now being

area where growth could be focused.

also you can copy these advantages much easier because of

traded. It’s not the 20-year contract anymore.

digitalisation. How do you then keep it ring-fenced so it stays

David Furnival

And we are all facing the same dilemma of the

on the island? I mean, because in the end, it boils down to costs

The software that we’ve developed has been designed by

demographics, where the older people are now

Sean Moloney

and winning business. If we would use a service that is produced

the people managing the ships. We produce software fit

slowly retiring, and we don’t have the middle in

I think with your gaming element you’ve got that sort of

on the Isle of Man in IT, for example, how long until another

for purpose because we know what’s needed. It’s not some

between, and it’s going to take a couple of years

mentality here, haven’t you?

crewing manager would have the same software?

theoretical adaption of what somebody outside of ship owning thinks is a good idea. It’s actually hands-on, workable software,

before the young people come up. And then we are competing, as you said, with the likes of Cyprus

Rob Hockel

Luke Tippett

and it’s built with that user interface in mind, so it’s accepted

and Singapore. Also looking at this room here, we’re

Well, even if you look at the software that’s being developed,

But it’s always going to be a struggle though if you cannot get

by people. It hasn’t been easy, you know. Don’t get me wrong,

all white. Yes, we have got some Germans here, which

it’s all being gamified in terms of how people interact with it.

these changes from a political point of view with bureaucracy

we’ve gone through various iterations of the software, but now

is much appreciated, but no females, nobody from the

The crewing manager can see everything on his iPhone, in

and thins having to be passed into legislation throught

it’s got to the point where it’s very, very attractive to a lot of

countries who are on those ships. Maybe that’s something

terms of that vessel. The owners can look at data streaming

Parliament. It was the same, ten or eleven years ago, with trying

companies, and, you know, we have 200 shipping companies

which we also need to offer here on the island, that

in about the efficiency of these vessels. This is all growing and

to make the Isle of Man the place for cryptocurrencies. That

buying the software now. And we see great future potential for

somebody who comes from India, from other places, says,

it’s all going to become important parts of the shipowners’

didn’t work so with trying to do the same for digital, have things

that when it comes to managing ships efficiently, monitoring fuel

“Yeah, this is a place where I’d like to work,” rather than it all

life, and where that data centre could be a possibility and an

really changed? Maybe, maybe not.

consumption, CO2 emissions. Autonomous shipping is going

being all white.

attractor to the Isle of Man. We have the infrastructure, as you

to come to some degree, not in the very near future, but in the

said. How can we best look at this and go, “right, well, this is

Sean Moloney

medium-term future. We have to be able and ready to offer how

Lee Clarke

where we want to put our data. It’s secure. It has the skilled

David, let me bring you in on this, because you know places like

to manage all that, and that can be done from the Isle of Man.

Well, I think we’re in an interesting period with what we’re trying

people to look after it.” I mean, we have a booming sector in

India that have been very much a driving force on the innovation

We don’t have to go to programming in [SmartCity) Kochi. It’s

to achieve on the Isle of Man overall, in terms of the Island Plan,

terms of IT, and the quality of the Isle of Man is phenomenal.

and data side of things, and on trying to keep the costs down.

just that’s where we chose to set up our base, where our chief

how do we attract business, how do we attract people onto

So, it’s figuring out – and I’m really excited about the Maritime

the Isle of Man, and I think that’s a key issue in terms of what

Digital Strategy, which Isle of Man Maritime are looking at with

David Furnival

this country. It’s about having innovation, understanding what’s

we’re trying to achieve. Digital, as David pinned nicely, is one

digital, to see what the possibilities are.

Well, if I look what we’ve done in digitalisation in our

needed for the future, and then producing that template. The

organisation, ten years ago we had a handful of people

programming can be done anywhere.

of the things that we’re looking at, working with Digital Isle of

digital officer is located, if you like. It could be directed from

Man, which is a government agency of enterprise, on how we

Bruce MacGregor

come up with a digital maritime strategy, what that is going

When done well, Digital Transformation is a continuous business

other people’s

Bruce MacGregor

to look like. We have the infrastructure on the Isle of Man that

transformation journey. We’ve delivered these kinds of services

software to

What works really well is when you correctly identify and

can support a huge data source in terms of data centres. The

since we began in business 30 years ago. If an organisation can

manage that

deliver what the business needs, through collaboration

infrastructure itself is geared up for e-gaming. It’s geared up

deliver such services to maritime sector businesses globally,

and manage the

with the customer in a ‘technology partnership’ approach.

for fun. It’s how can we look at changing that and supporting

while in the main doing it from here on the Island, then you’ve

infrastructure, the

When combined with the value add of domain expertise,

big data. How can we look at supporting digital platforms,

already got them engaged with the Isle of Man, by successfully

architecture. Now,

this will, as a result, deliver the right outcomes. As a result

even autonomous shipping? The Isle of Man government is

providing these services.

involved in development, and it was mostly to do with using

looking at digital parks in Ballasalla, and they’re looking at other

in MariApps, which is

this creates a much more efficient business transformation

our digital company,

journey, while building something which can develop further

avenues. How can we tap into that? Yes, we have the traditional

Luke Tippett

we’ve got over 700

over time as well, as it will much better reflect the true needs

way of shipping, but how can we also support the future way of

As everybody around the table has already mentioned, the

people in coding. I mean,

of the business and of course the people who operate it.

shipping, and what is that going to look like?

reasons for the decline of THE Isle of Man’s maritime presence

it won’t be long before

So, it’s a question of, “not just throwing something over

we have more people in

the fence” and saying, “IT, build this.” It’s actually working

are clear. We no longer are as competitive as we were, and

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David Furnival, Chairman of Bernhard Schulte Shipmanagement (BSM)

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Isle of Man Debate

Isle of Man Debate

collaboratively, in partnership and with flexibility to get a

if you think about your future development and autonomous

really great Digital and Business Transformation outcome.

shipping specifically, it’s not a bad spot really, the Isle of Man.

objectives, going back

projects, all based elsewhere – but we haven’t attracted those

to Luke’s point right at

green tech companies to the island, and I think that’s an area

the very start, is to create

where we should be looking quite hard at. We’re also seeing a lot

Sean Moloney

Bruce MacGregor

that maritime community

of development work that’s originated in yachting transferring to

When you have a cluster that’s specialising in that, you’ve then

I think with the right attractors, both existing and new, and

talking again and coming

shipping now. Fuel technology is going to be massive. How do

got that resource that people, companies can draw in and they

marketed the right way then you can attract business and their

to the events. One of my big

we get that on the island? I don’t believe there’s any blockages

can say, “Come along and work for us. I know you’ve been

people. I’m not saying it’s always been easy, but for example

challenges has been getting

apart from talent and a willingness to do it. It’s actually very cheap

working for our competitor.” And you have that sort of crossover

we’ve grown considerably, including in the last few challenging

people back into the mentality

to register IP here, and not a lot of people realise that, a lot

there. Sven, let me bring you in on this. What are your thoughts?

years, through a combination of recruiting people here on the

of coming to our events. We

cheaper than the UK and the US. So, I think there is scope within

island, but also in Scotland, elsewhere in the UK and further afield.

struggle to get people to come.

those sectors. I think we just need to be very clever about how

Robert Hockel, Managing Director, Shell Ship Management

Sven Fromm

So, you can grow here on the Island, but in an example of, let’s

For the Isle of Man to become a data centre I think one of the

say, if a new maritime services organisation was looking at setting

problems is actually getting the workforce over here. If you listen

up here it’s not like in the past where all the people would be

to the radio, it seems to be a problem to get doctors over here,

needed and provided from just here, it doesn’t happen that way

innovation at the moment and our next five years as a ship

here, and that’s what it’s all about, sustainability and development

they prefer to go the England. I don’t know why because I would

nowadays. It would more likely be a core of people operating the

registry will be changing the model, or adapting our model.

for the future.

never leave here. I love this place, absolutely. But it seems to

business locally, which then goes on to grow by attracting more,

What we saw during the pandemic was that the amount of

be that the attraction of being quiet, no crime, pretty much no

but also with a fair number coming from elsewhere, as working

phone calls and communications for us increased, by probably

David Furnival

unemployment and all that, seems not to be enough really. The

remotely is, as we all know, becoming much easier and more

50 percent over the two years, and that was because companies

There’s one area that could be leveraged, I think, that’s the

metropole is missing. Also, there can be a problem obtaining

workable all round.

couldn’t get to see their ships. They didn’t necessarily have

biosphere status. For example, on software, we’ve just developed a

the digitalisation that we’re all talking about at the moment for

software version 2.0 for the [marine pollution] geotagging software

work permits. I agree that we have digital expertise on the

we do it. Singapore’s massively into green tech at the moment. I Cameron Mitchell For me, I think the big thing is around

don’t think we could ever compete globally, but I think we could attract enough to continue to diversify the maritime economy

island, but as David said, by developing this software, you need

Lee Clarke

ships, and we got a lot more technical queries etc. So we’ve

Eyesea, which is a not-for-profit organisation but has massive

a tool that’s ready to work, and for that you need in IT here a guy

We always dismiss the lifestyle, but the lifestyle on the Isle of

changed our model to offer consultancy services. We’ll still be a

potential and huge interest around the world. We’re looking at

with a shipping background, because you need to understand

Man can be challenging in the winter. But I am the same, I had

regulator, but if you want to use our technical expertise and test

registering that company in the Isle of Man.

the vessel to make software.

moved off the island and I couldn’t wait to get back because of

our regulatory framework for a particular piece of equipment or a

the lifestyle. We all know we have to have a day’s travel before

particular type of fuel, then we’re there and we can provide that

Sean Moloney

Cameron Mitchell

we go somewhere, but these are the challenges, living on the

service. We’re dealing with a lot of companies daily on innovative

Thank you all very much indeed everyone for taking part today. l

For the data centre side of things, if you want control centres for

Isle of Man. But there are a lot of benefits to being here, and

ships, we’re in a pretty good position here. One direction points

I do think the digital section of maritime for the Isle of Man

to a fairly big open space. We’ve got Starlink on the island. So,

is something. However, maritime is a cluster and one of my

Dreaming of a bigger and better IoM maritime future

By Kuba Szymanski, Secretary-General of InterManager maximise its offering for the maritime

the Isle of Man with its fascinating

community. So, in my dreams, I

history and beautiful scenery.

envisage Ramsay Marina with 450

T

Finally, I would also like to see the EU

places! And that’s still only half of what

wake up and recognise that we really

Dun Laoghaire, 76 nm miles away, has!

need European seafarers to manage

positioned and it is time

I also dream of persuading our

ships. The Isle of Man should step in to

we started to benefit from

he Isle of Man is beautifully

Manx Government to refurbish the

offer great relocation opportunities for

this. We are surrounded by many

160 years old Douglas Harbour

Brits, Germans, Poles, Dutch, Danes

marinas and yearly there are some

to enable our historic island to

and other seafarers who cannot afford

18,000 boats around us but so

accommodate cruise ships. Currently

to settle in their own countries due

many simply PASS BY our island!

these vessels are passing by the Isle

to vicious tax regimes and therefore

They don’t try to stop because

of Man daily. Instead they voyage

would look very favourably at the

there is nowhere to stop. Just think

between Liverpool, Dublin and Belfast,

IoM with its superb opportunities for

of the thousands of visitors we

carrying away millions of dollars (yes

families and lifestyle. Such a move

miss, including yacht-owning TT

dollars because the majority of their

would reinvigorate the Isle of Man’s ship

and motorbike GP fans.

passengers are Americans). How much

management sector. l

I would like to see the Isle of Man

better if we could welcome them to

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AdHoc ???

Alternative Viewpoint Getting a grip on the ‘green energy gap’

By Dr Martin Stopford, leading maritime analyst and economist

E

ver since IMO’s climacteric

ongoing technical obsolescence, but

decision in 2018 to phase out

that is what lies ahead.

On this analysis, shipping companies which rely on a ready supply of green fuel

Initially there was much discussion

risk disappointment. The limited supply of

companies have been desperately

about replacing slow steam diesel engines

green fuels is a well-known problem. They

searching for a zero-emission propulsion

with fuel cells, leading to all-electric ships.

are manufactured with green electricity,

system. The problem is that heavy fuel

That debate has subsided, with fuel cell

and as the chart shows, wind and solar

oil (HFO) is a wonderfully cheap and

slipping into the background. Batteries

production have a very steep hill to climb.

powerful source of energy, and finding

are still on the agenda for shorter trips,

Geothermal and nuclear might save the

a commercial replacement is almost as

but in the deep-sea trades slow speed

day, but they are only just on the horizon.

challenging as the transition from sail to

engines burning green fuels have started

steam in the 19th century.

to look like a relatively painless route to

bigger problem on the demand side

zero carbon.

for businesses hoping to secure green

shipping’s CO2 emissions, maritime

That revolution from sail to steam

Methanol is already in use and dual fuel

But in the short term there is an even

fuel. They will be in a queue behind the

engines burning ammonia will be delivered

automobile industry which is already lining

in 2024. Of course, methanol and ammonia

up to charge its batteries with ‘green gas’ -

are a poor substitute for heavy fuel oil, but

and they have a massive appetite.

In 2021 the world consumed about

they win hands down on emissions because shipboard carbon capture remains eye-

14,000 TW hours of energy from gasoline,

wateringly expensive. The green fuels will

mostly used in motor vehicles. In terms

also be expensive, but at least they offer an

of energy that is half world’s electricity

easy way forward – or do they?

production of 28,300 TW hours. So as the

The problem is that green fuels -

auto industry accelerates along the curve

hydrogen, methanol and ammonia - are

to electric cars, a vast amount of green

all produced with green electricity and the

electricity will be needed. But in 2021 solar

dragged on for 50 years and caused

world faces a massive ‘green energy gap’

and wind together only produced 3,000

shipping companies endless angst. At

between the demand for these fuels and

TW hours of electricity and according to

its peak in the 1880s, Henry Endicott the

the available green electricity supply.

the same graph it will be 2030 before they

respected manager of John Swire’s China

The attached graph illustrates the

Navigation, warned that “an up-to-date

problem. The blue line shows the world’s

engine is very important to a steamship

supply of fossil fuel energy between

because it consumes less coal and sails

1965 and 2020, with a projection to 2050.

shipping companies’ strategic plans

faster. If we only consider expenses and

The supply of green energy is shown by

should not rely too much on green

buy a steamship with an old engine, it will

the bars over the same timescale, and

fuels even if it does sound like an

consume much coal and sail slowly, and

this projection suggests that the ‘green

easy fix. If the green electricity they

we will certainly suffer.” That says it all.

energy gap’ will still be there in the

need does not arrive in time they risk

can fill the auto industry’s tank – with not much left for anyone else!

It makes you think. Maybe

Between 1855 and 1915 steam

mid-2030s, and maybe the 2040s too.

ending up like General Custer at Little

ship fuel consumption fell by 80%, so

Projections of this sort are notoriously

Bighorn - wiped out!

engines and boilers had to be changed

unreliable, but in this scenario global

several times during a ship’s life. It is

energy consumption only grows by 13%

much harder work, calling for skilled staff,

a long time since shipping companies

between 2021 and 2050, so the demand

better systems and luck. So it might be a

have had to deal with this sort of

bar is not set very high.

long voyage. l

Unfortunately, the other options are all

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Analysis

Analysis Car carrier market at full throttle In this exclusive analysis article for SMI, Ian Cochran takes a look at the deepsea car trades, arguably the most susceptible to consumer demand

capacity. Major operator Wallenius

forward assumed that the recent

(16% of the total fleet versus 2%

Wilhelmsen was the largest group

gains will be maintained, but further

at the start of 2021), most of which

(0.53m ceu capacity), followed by

growth would be more limited,

are scheduled for delivery from

Ray Car Carriers (0.36m ceu), with

resulting in about a 5% increase in

2024 onwards. The price for a 7,000

Japanese operators, NYK (0.34m

trade to around 21.4 mill cars this

ceu LNG dual-fuelled PCTC was

ceu), MOL (0.31m ceu) and ‘K’ Line

year, which will be around ‘pre-

around $91 mill, Clarksons said.

(0.28m ceu capacity), making up the

Covid’ levels.

Turning to 2024, the possible

top five.

F

ollowing several years of slow

Although last year’s seaborne car

which were said to account for over

The majority of PCCs/PCTCs

easing of global macroeconomic

growth and a slump during

trade volumes started well below

50% of global car/mile trade growth

operate on liner-type services

headwinds could see some gains,

the pandemic, the car carrier

‘pre-Covid’ levels amid disruption

last year.

and are controlled by the major

with around a 6% growth to 22.7 mill cars shipped initially forecast.

sector revved up again last year.

Most of the new and secondhand

to car production from supply chain

Increased heavy rolling cargoes

operators, many of whom have

problems resulting in component

and rising uptake of generally larger

contracts of affreightment (COAs)

Another factor, which could affect car carriers, is the recent

vehicles are transported in pure car

shortages, volumes rose last year, as

and heavier electric vehicles (EVs)

carriers (PCCs) and pure car truck

these issues started to ease.

and hybrids (amounting to some

Looking ahead, a range of

carriers (PCTCs) - the difference being

25% of car trades), added further

factors influenced Clarksons’

regulations. These could promote

that PCTS are fitted with strengthened

support to the sector, Clarkson said.

outlook, from pent-up demand,

slower vessel speeds, EST retrofitting

shifting trade patterns and EV

and an increase in recycling of older

uptake, to macroeconomic

less efficient tonnage.

with vehicle manufacturers.

In addition, markets also

decks that are able to be raised to

and forthcoming environmental

enable the vessels to transport heavy

tightened, due to operating

rolling cargoes, such as construction

inefficiencies. For example,

Most of the newbuildings

equipment, which gives operators

the Clarksons Car Carrier Port

were designed in line with car

Overall, supply/demand

estimated that around 45% of

another market to tap into.

Congestion Index showed an

manufacturers stated aim to be

fundamentals supported growth.

the car carrier fleet trading in

headwinds and fleet inefficiencies.

For example, Clarksons

average of 26.5% of fleet capacity ‘at

‘green through the supply chain’, as

However, Clarksons warned of a

2023 would only be rated at D

report ‘Car Carrier Trade &

port’ globally last year to November

all but five ships ordered were LNG

scenario of a more severe global

or E under the IMO’s recently

Transport 2022’ published late last

(2021 = 25.2%), versus 23% on

capable, while about 25% were also

economic downturn, but pent-up

introduced Carbon Intensity

year, resurgent market conditions

average ‘pre-Covid’ (between

designed to be ammonia/methanol

demand and the steady resolution of

Indicator (CII) without speed

2016/19).

fuel ready.

supply chain disruptions were likely to

reductions, or machinery retrofits.

provide some protection against this.

If they were still trading in 2026,

The research team’s base

this figure would hit around 80%,

According to Clarkson Research’s

reflected a range of factors, most notably robust vessel demand.

Global deepsea car trade was

There were some signs of this

set to grow by 8% to 20.3 mill cars

situation easing during the fourth

6,500 ceu PCTC’s 12-month

last year (-5% versus 2019’s overall

quarter of last year, but the index still

timecharter level had hit $105,000

figure). Importantly, changing trade

remained above ‘pre-Covid’ levels.

per day last November, which was

Ship Management International

As for charter rates, a standard

patterns increased demand. For

Extremely limited fleet growth

example, the sector was on track

was also a factor, as at the start of

during the second quarter of 2008.

to grow by 14% in car/miles terms

November 2022 the fleet was only

Charters were typically concluded

last year, rising 2% above pre-Covid

0.4% above the beginning of 2018’s

on a period basis and much of the

levels - around 6% higher at around

level, totalling 757 vessels.

charter fleet is now operating on

6,900 miles.

90

units) on order as at November

Newbuilding activity picked up

the broker claimed. l

double the previous record set

long term business.

This was largely driven by

last year from the previous subdued

Looking at the ownership

burgeoning long-haul Chinese

levels, with around 86 vessels of just

profile, the top 10 owning groups

exports (particularly to Europe),

under 0.7 mill ceu (car equivalent

were responsible for 67% of fleet

Issue 101 January/February 2023

case for seaborne car trade going

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Technical

Ammonia-fuelled 80,000dwt bulker, as proposed by the Japanese shipbuilding industry

Technical

As a consequence of this more circumspect view of LNG,

This has taken initial form in LNG-fuelled designs proposed

other options are coming into play, reflected in a host of new

and in some cases implemented in newbuild projects across

bulker design proposals and technical collaborative ventures

different bulker categories, and is now being augmented by

promising to confer ‘greener’ credentials on the workhorses

draft designs embracing alternative fuel solutions that better

of world trade.

meet zero-emission goals or timelines.

An innovative recent step was the signing of a joint project

ClassNK recently issued an AiP for an ammonia-fuelled

by bulk shipping specialist Maran Dry Management with RINA

200,000dwt bulker type developed in concert by Itochu

and the Shanghai Merchant Ship Design & Research Institute

Corporation, Nihon Shipyard, Mitsui E&S Machinery, K Line

(SDARI) to develop an LNG/hydrogen-fuelled, 210,000dwt

and NS United. Ammonia has the merit of emitting no CO2

Newcastlemax type. The concept is one of applying gas

when combusted but does require adequate safety measures

reformation technology to the ship’s LNG fuel to produce

due to its toxicity and corrosive properties, addressed in

hydrogen and CO2 before combustion, with the potential to

the design review by risk assessment through a hazard

meet IMO 2050 criteria. The solution’s merits lie in the pre-

identification (HAZID) study. Fulfilment of a newbuild scheme

combustion carbon capture principle and in the onboard, on-

is envisaged for 2026.

demand supply of hydrogen, allowing the running of the vessel

Complementing corporate and joint industry strategies,

on increasing percentages of hydrogen, lowering emissions

government-backed endeavours to foster shipbuilding

over time to meet increasingly stringent rating thresholds.

revitalisation through an emphasis on ‘greener’ ships give due

China’s move to inject longer-term commercial resilience

prominence to accomplishing such technological advances in

‘Greener’ designers for bulkers, the commodity carriers

into its shipbuilding offering is exemplified by new bulker

the bulker sector, as to other fields such as container ships.

design proposals wherein primary power is delivered by

Allied with the long-term, national goal of becoming a

By David Tinsley

Singapore-based company SDTR Marine in the development

C-ZERO series, and these include a 102,000dwt, 229-metre

of an 85,000dwt methanol-fuelled bulker. SDTR, which

bulker using LNG and synthetic methane in conjunction with

deploys modern Kamsarmax tonnage, provided the main

a range of energy-saving technologies, and an 81,000dwt,

operational data.

233-metre bulker design powered by ammonia-capable

W

hile displaying ever-greater application to

service transporting raw materials for South Korea’s steel

measures and technologies that accord with the

industry at the start of 2021, less than three years after the

energy transition, the bulk shipping sector has

machinery using emergent marine fuels. An addition to the

carbon-neutral society by 2050, Japan’s maritime cluster in

expanding portfolio is a 210,000dwt methanol dual-fuel

association with the Ministry of Land, Infrastructure, Transport

Newcastlemax type for which American Bureau of Shipping

and Tourism (MLIT) has drawn up a road map that sets an

(ABS) has granted an Approval in Principle (AiP) to China Ship

immediate objective of commissioning a first-generation, zero-

Design & Research Center (CSDC) and CSSC Qingdao Beihai

emission ship into international trade as soon as 2028.

Shipbuilding. ABS earlier collaborated with SDARI and the

According to market sources, Brazilian mining giant Vale has

Four concept designs have been identified, dubbed the

propulsion machinery. Cross-industry consortia are being

dual-fuel mode had made its debut among bulkers by way of

approached Chinese yards with regard to its plans for a major

sponsored to develop the various design projects, supported by

been forthright in raising concerns over the new Carbon

the South Korean-owned, 50,000dwt Ilshin Green Iris and the

new stage of fleet investment in very large ore carriers (VLOCs)

the Green Innovation Fund initiative.

Intensity Indicator (CII) regime.

Finnish-owned, 25,600dwt Viikki.

and is currently assessing possible LNG dual-fuel or methanol

Although increasing investment and intensified R&D in the

The uptake of such powering solutions quickly gained

dual-fuel powering options.

An unerring drive for productivity gains, coupled with a

The country’s nine leading shipbuilders together with other industry stakeholders are working together under an initiative entitled the Planning and Design Centre for

sphere of ‘greener’ solutions testify to bulker owners’ belief

momentum, and reached a new stage during early 2022 with

in, and support of, the IMO’s bid for a zero-carbon future, at

the entry into service of the first of five Chinese-built, LNG

focus on continual refinement of designs crafted for series

Greener Ships (GSC), to develop vessels offering advanced

issue is the formula used to determine CII rating. Shipowners

dual-fuel, 209,000dwt Newcastlemax bulkers ordered by

production has seen Japan’s shipbuilding industry retain a high

environmental performance. An early outcome of the GSC

and their representative bodies infer that the calculation fails

Eastern Pacific Shipping (EPS) on the back of BHP charters

profile in bulker construction, notwithstanding the strength

endeavour is an ammonia-fuelled, Panamax bulker design

to address practical and commercial realities faced by vessels

to transport Australian iron ore to China. The Singaporean-

of the competition from China. Applied across the bulkship

for which ClassNK has granted an AiP. The classification

in operation and could be counter-productive by leading to

based owner subsequently booked a further and more

spectrum, including Capesize, Newcastlemax, Panamax,

body reviewed the ammonia treatment measures, fuel piping

increased emissions. The desired decarbonisation goals, it is

extensive series of 210,000dwt LNG-capable newbuilds

Kamsarmax, handymax and handysize types, this approach

system, hazard prevention as concerns flammability and

contended, can only be realised by focusing on actual emissions

from New Times Shipbuilding on the strength of charter

translates into incremental improvements in ship efficiency and

toxicity, and emergency evacuation.

reduction and ultimately by providing the shipping industry with

commitments from Rio Tinto.

performance at minimal price premium.

As a further option, ClassNK has similarly endorsed a subsequent, ammonia-ready, LNG-fuelled version of the

The accelerated nomination of LNG for large vessel

Rather than relinquish what some might view as a less

powering reflects the pragmatism that is a core characteristic

sophisticated sphere of the market to China and potentially

Panamax type. GSC’s concept is that, for the short-term, the

of LNG dual-fuel propulsion in the Newcastlemax bulk

of the shipping community. Although there is now a general

other low wage-cost shipbuilding countries, Japan has

vessel could achieve lower CO2 emissions (than a conventionally

carrier segment denoted an important juncture in tackling

acknowledgement that LNG usage has its limitations as an

shown its mettle in developing new designs conducive to

powered ship) by operating on LNG, while providing in the long-

greenhouse gas (GHG) emissions intensity within the large

environmentally virtuous alternative to conventional marine

standardisation while encompassing systems and features

term for a move to net zero CO2 either by facilitating conversion

dry cargo vessel category. With the capability to use LNG as

fuels, due to its hydrocarbon composition, it stands out as

that play to heightened environmental standards and

to ammonia-fuelled propulsion or by switching fuel from LNG to

the main fuel, the 180,000dwt HL Eco and HL Green entered

a practical, interim solution on the road to decarbonisation.

efficiency expectations.

carbon-neutral, liquefied methane. l

alternative, viable zero-carbon fuels.

In terms of actions initiated by the sector, the realisation

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Maritime Safety

Prevention at Sea: using VR to help minimise accidents

of Selective Attention, which allows

time, seafarers are expected to remain

Q: What can the industry expect from

people to select for further processing

up to date with regulations and take

IMMERSEAV in the future?

information that is relevant to the task

the correct and appropriate decisions

Petros Achtypis: “The Library of Maritime

in hand and ignore the rest. In turn,

in a very short timeframe, building a

VR tasks is constantly updated. The aim

Selective Attention prioritizes information

potential volcanic mixture of risks that

of our solution is not to ban seafarers

for gaining access to Working Memory,

could easily escalate.

from entering the maritime industry or discourage crew managers to hire

a capacity-limited store that is used to control behaviour, such as preparing and

“The expectations and demands are thus

candidates of low indicators. On the

executing motor responses, producing

very high, making work in the maritime

contrary, these experiential VR tasks

verbal responses etc.).“

industry from any position a very

provide a way to test and train personnel

challenging task. In most cases, the task

in interactive and highly realistic

“Cognitive mechanisms, such as Selective

involves decision making under stressful

conditions that mimic those that are, or

Attention and Working Memory are

situations or limited time, critical thinking,

may be, encountered on board.

largely overlooked during the hiring

correct judgement, and implementation

process. For example, hiring personnel

of the regulations etc. “

A Q&A with the IMMERSEAV VR team on their new Virtual Reality Maritime solution for the Experiential Competency and Cognitive profiling of seafarers

“Notably, quantitative data about performance are recorded during usage,

usually involves in-person or remote interviews via video calls, and typically

Q: How does IMMERSEAV work?

allowing the seafarer or their managers

relies on administering basic tests to

Petros Achtypis: “IMMERSEAV solution

to assess their performance and progress

evaluate skills and technical knowledge.

is not just another VR training system;

on certain critical items that have been

Staff is also trained before embarkation or

it is built using a wireless VR Headset

identified from our long maritime

while on board by various means such as

operating both online and offline and

experience but also regularly reported

video-based e-courses.

consists of a library of various Maritime

by International Maritime Bodies and

VR scenarios. Seafarers are immersed

Classification Societies.

“This model of evaluation and training,

individually or as a team on a virtual ship

is used in the shipping industry over

and they are invited to carry out tasks

“Thus, a personalized training can be

the last 20 years, and has been helpful

for training purposes or tasks that assess

formed dedicated to the individual’s

for various aspects of the job, e.g.,

their competency skills and cognitive

identified needs whilst the shipping

highlighting bad practices, showcasing

performance. Furthermore, these

company is aware of the level of

errors from the past or communicating

tasks can be carried out either under

individual’s skills, the overall skills level

existing or forthcoming regulations

normal or stressful conditions, allowing

of their pool of seafarers divided in rank,

Cypriot company IMMERSEAV Virtual Environments, established in 2018 and operating under the Prevention at Sea

and so on. However, we identified

IMMERSEAV to determine resilience to

age, nationality, gender etc. and based

Group, launched its innovative Virtual Reality Maritime solution to help minimise maritime accidents in November 2022.

some notable disadvantages such

external stressors. Results are securely

on that, they are in a better position to

The launch followed four years of research and development, in close collaboration with reputable shipping stakeholders.

as for example, it does not provide

kept under the candidate’s account on

know what to expect, create optimum

The IMMERSEAV solution capitalizes on the ‘prevention’ approach of ‘Prevention at Sea’ and blends under the same roof

full immersion and interaction with

the cloud, in line with the GDPR rules.”

crew synthesis, monitor improvement

maritime expertise, Virtual Reality technology and scientific knowledge from Psychology and Neuroscience.

the working environment, it does not

over years and enhance technical skills

evaluate or train personnel in actual and

Q: How can a shipping company,

on certain ship’s operations, spaces

Q: What is the problem that

would make seafarers act and behave

Q: How can science help the maritime

realistic conditions and there are clear

manning agents and seafarers benefit

and machinery.

IMMERSEAV helps the maritime

safely during their service on board. Yet,

industry and seafarers to improve

limitations in assessing safety or cognitive

from IMMERSEAV?

industry solve?

the persistence of the human failure

safety behaviour?

behavior under stressful conditions.”

Dr Kleanthis Neokleous: “IMMERSEAV

“We are confident that we have built

Petros Achtypis, CEO Prevention at

and unsafe behaviour over the years,

Professor Marios Avraamides, an expert

identifies key metrics of seafarers’

a solution aligned to TMSA (Tanker

Sea: ‘From EMSA (European Maritime

suggests that more needs to be done.

Cognitive Scientist at the University of

Q: What problems have you identified

cognitive behaviour and competency

Management and Self-Assessment),

Safety Agency) reports we know that

“The conclusions from scientific research

Cyprus: “Being a seafarer is one of the

in the professional cycle of seafarers?

skills that lead to their overall safety

DryBMS (Dry Bulk Management

commercial ships were involved in over

on mental health are communicated to

most difficult professions associated with

Dr Kleanthis Neokleous, Group leader

behaviour and helps shipping companies

Standard) requirements that fits to all needs and is in the correct direction of minimizing accidents in our industry.” l

19,000 accidents in the last five years.

the maritime industry by the recently

acute stress, anxiety, and fatigue, which

at CYENS Research Centre and head

benchmark new seafarers joining the

Most of these maritime accidents refer

released INTERTANKO/OCIMF

often lead to more chronic conditions

of IMMERSEAV product development:

company against the existing pool of

to collisions, fires, explosions, ships being

Behavioural Assessment guides, clearly

such as depression. Such mental health

“Seafarers spend long periods of time

seafarers, identify training needs and set

lost, injuries and other safety-related

stating that new assessment and

conditions, either acute or chronic, have

on board, away from their families

up a personalized training scheme per

incidents that are caused by human error

training tools are needed to enable

detrimental effects on the daily cognitive

and friends; they must socialize with

seafarer executed on a Maritime Virtual

For more information about IMMERSEAV,

and unsafe behaviour.

shipping companies staff their ships

functioning of seafarers.

colleagues from diverse cultural

Environment. IMMERSEAV also offers

please visit www.immerseav.com

“The International Safety Management

with skillful, well-trained beyond typical

backgrounds, and cope with challenging

the ability for a Trainer and a team of

or talk to Prevention at Sea team at

(ISM) code and STCW provided hope

STCW courses, and psychologically

“For example, we know that stress and

conditions in rough seas, strong winds,

seafarers to join the VR task remotely for

sales@preventionasea.com

that continuous training and certifications

resilient personnel.

anxiety affect negatively the mechanism

high or low temperatures. At the same

different places at the same time.”

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Objects of Desire

Objects of Desire » Bespoke, luxury, fun

» US vintage pop

Lungolinea table tennis demonstrates the sophistication and ingenuity of Italian design and craftsmanship in the game of table tennis in classic, gold, wood or leather. If an all-glass game table isn’t luxurious enough, Impatia is delighted to have launched the Lungolinea Leather ping pong table designed by Adriano Design. Made exclusively in Italy, this sophisticated design piece boasts a refined glass playing surface complemented by exquisitely handcrafted leather legs, available in a range of ten finishes. Modern in design and rich in detail, the Lungolinea Leather embodies effortless elegance that ultimately sheds light on a beautiful way to have fun!

Impress your guests with this immensely popular and increasingly rare, Dr Pepper Vendo 81; the ultimate in American vintage style. Fully reconditioned and restored, inside and out, with a modern refrigeration unit, the subtle green livery is an iconic reminder of yester years. Pop a dime in the slot, throw the lever and grab your bottle, whether that be a chilled beer, a fizzy drink or a quarter bottle of champagne.

Not quite so rare as the Dr Peppers, is the Coca-Cola version, available in iconic red.

Lungolinea game tables £25,000 impatia.com

Dr Pepper Vendo 81 £15,000 gamesroomcompany.com

» E-bike-in it! » Omega on water

Continuing with our slightly vintage theme, this Rayvolt e-bike certainly had us fooled. Replicating bikes from the early 1900’s, this modern-

Technohull Omega 47 is a breathtaking luxury boat, that

day version looks the part yet runs on electric. In a range of styles

combines top notch performance with superyacht comfort

and colours, including classic green and brown, it also comes more

and finish. Versatility and ease of use, ample space and

vibrantly in pastel shades of pink, green and blue, like the Beachin

high quality finishes blend uniquely with the sophistication

model pictured. Cool and sexy, its large enough for the beach and

and dynamism of the brand’s design roots and high-class

outdoor adventure lovers. Its tyres are perfect for cruising on the sand

pedigree, while a top-class cabin offers the best you can get

or riding dirt roads, yet it’s stable enough to manoeuvre quite easily.

from a high performing 47-footer.

Technohull Omega 47 Price on application technohull.com

See the full range online.

Beachin Electric Bike

£2,950 rayvoltbike.co.uk

Editorial credit: Traveller70 / Shutterstock.com

» Snow affair » A 1955 mini St Moritz is more than just for skiing which has visitors flocking including the Treat someone special with this classic Horsebit Leather Shoulder Bag

rich and famous, year after year. In a stunning location which adds to the beauty

by Gucci. Relatively plain by comparison to many, this timeless accessory

and atmosphere, St Moritz is situated on the banks of a picturesque lake that

will be appreciated by anyone who is chic enough. Versatile and

shares its name. Après ski is a casual affair with a few spots attracting the after-

understated and stylish enough for any occasion, use this day or night

ski crowd. With little choice, options are pricey even by Swiss standards. Laying

for a practical and all so classy bag.

claim as being a foodie destination, comprising of high-end eateries in dramatic locations and Michelin starred restaurants, in January it hosts a gourmet food

Horsebit Leather Shoulder Bag

festival drawing some of the best chefs in the world keen to show their talent. It’s

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also synonymous for tobogganing; more specifically the notorious Cresta Run, a 1.2km natural ice run dating back to 1884.

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stmoritz.com Editorial credit: andersphoto / Shutterstock.com

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

Review

Fight THE SYSTEM Turnips with Tomas Lidakevicius Borough Market, London

Montreal International Poetry Prize shortlists for Shipping nominee

Seamill Hydro Hotel & Resort Ayreshire, KA23 9ND seamillhydro.co.uk

Salim Bhimji is a shipping researcher, who has worked across

In response to the current negative rhetoric consuming our news and

the shipping industry for over 25 years providing commercial

communities, from 15th – 25th February, Tomas Lidakevicius will lead his

research to shipowners, ship operators and brokers. Not

team in setting aside conformist consistency and by-passing the demand

only this he is a poet and was nominated as a finalist for the

for perfect produce. Presenting a dish exactly the same each and every

Montreal International Poetry Prize. With a prize of $20,000

day, instead of the norm, dishes and menus will be flexible in order to

in the offing, it’s thought to be one of the world’s largest

reflect available ‘surplus’ produce. The primary intent will be creative

monetary prize for a single poem. Believing that “poetry has

improvisation, where chefs take advantage of the ingredients that are

the power to make people stop and think in a way that few

available, however imperfect and combine them in a harmony with taste

For anyone visiting the Glasgow

examples of the written word can,” his poem ‘Dereliction:

and flavour. Over nine days, the team will offer their tasting menus for

region with its proud history of

And the ocean too weeps’ offers a unique perspective on

almost half the usual price, making their dining experience more accessible

shipbuilding on the River Clyde,

the challenges ahead for the shipping industry as it struggles

to more people. Concentrating on the surplus from their own kitchen

an ideal weekend break could be

with ocean conservancy and climate change. It will be

and their trusted suppliers’ networks, the hope is to bring some joy

to stay at the Seamill Hdyro Hotel

published in an anthology of sixty 2022 shortlisted entries,

while highlighting how perfectly good ingredients remain side-lined and

& Resort less than an hour’s drive

set to be taught in the English Literature curriculum at

classified as ‘leftover’ or ‘surplus.’

outside the city centre in rural

universities across North America.

Ayrshire. Located on the waterside facing the majestic mountains of the Isle of Arran, the complex is set in a grand old Victorian hotel that first opened offering seawater

The Meaning of Geese A Thousand Miles in Search of Home Nick Acheson, Chelsea Green Publishing Conservation expert and presenter, Nick Acheson spent the winter of lockdown in pursuit of the geese that fill his beloved Norfolk skies on their seasonal visits from Iceland

cures back in the late 19th century.

Fully modernised and extended

Johannes Vermeer

a few years ago, it still features sumptuous spa facilities based around where the old saltwater

The Rijksmuseum, Amsterdam 10 February – 4 June 2023

bathing pool was, as well as gourmet dining and conference/ wedding facilities. Choice rooms are those offering views of the ‘mist rolling in from the sea’, as Paul

and Siberia. Over seven months he cycles 1,200 miles – the exact length of the pinkfeet’s migration to Iceland.

In a once-in-a-lifetime exhibition this

McCartney evocatively sang in his

Over the course of seven months Nick keeps a diary of his

Spring, the Rijksmuseum in Amsterdam

famous 70’s hit about nearby Mull

sightings as well as the stories he discovered through the

will bring together most of Johannes

of Kintyre.

community of people, past and present, who loved them

Vermeer’s paintings from around the globe. The artist only left behind around

too. Yet, with the impacts of climate change the geese’s

35 works, making his paintings extremely precious and therefore rarely lent out

future migrations are no longer a given, and as spring

by museums. Don’t miss this chance to experience the Dutch master of light’s

arrives and Nick says goodbye to the last of the geese, the

spectacular œuvre first-hand, in one of the most-anticipated art events of 2023.

question of whether they will return the following seasons hangs in the air.

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Lifestyle

Lifestyle Open our selves that we may see, feel, hear and taste wonderful things

says the Brookings Institution, “has once again shown

wand, baton), France’s most quintessential culinary

the veto power of UN’s Security Council’s five permanent

symbol, was added to the heritage list. French bakers call

members to be a major stumbling block to peace.” If

the confection of flour, water, salt and yeast as “le pain qui

not the well-padded home for a huge constellation of

chante” (the bread that sings). President Macron, who has

egos, or a veritable word-inflation factory of platitudes

fought long and hard for the baguette to be recognised,

and panegyrics coddling 193 member states and

said: “The baguette is envied around the world; it is 250

employing almost 200,000 people, what then is the point

grams of magic and perfection in our daily lives.” Fier

of the United Nations? And what do baguettes, camel-

d’être Français!

whisperers, truffle-hunting and pizza-making have to do

France produces some 16m baguettes a day even while artisanal boulangeries struggle against the

with it?

The UN works with several autonomous specialised

creeping popularity of sourdough, and superettes (small

agencies including the World Health Organisation,

convenience stores) selling industrialised baguettes,

the International Labor Organisation, the International

contributing to the closure of traditional bakeries. “The

Monetary Fund, the World Bank and a body that has

baguette’s inclusion celebrates the French way of life,”

come to be seen as stewards and guardians of the earth’s

said Audrey Azoulay, UNESCO’s director-general. “It’s a

organization whose lofty

treasures – the United Nations Educational, Scientific and

daily ritual, synonymous with sharing and conviviality.”

purposes are “to maintain

Cultural Organization (UNESCO). It has no power to make

The art of Naples’ pizzaiolo (pizza maker who twirls

A

by Margie Collins

n intergovernmental

international peace and security,

warring combatants down arms, but it contributes to

the dough and bakes it in a wood-fired brick oven) has

develop friendly relations among

world security by engaging states parties to collaborate

been handed down through generations and received

nations, achieve cooperation and

through education, science and culture, while protecting

heritage status in 2017. The genuine Neapolitan pizza

be a center for harmonizing the

civilisational values and safeguarding the intangible

has only two classic versions: the margherita (tomato,

actions of nations”, was founded on

heritage of, and for, humanity.

mozzarella, oil and basil), and the marinara (tomato, garlic,

UNESCO, founded in the aftermath of WW2, protects

24 October 1945, since when the

oregano and oil). Baffled pizzaioli mock the use of pizza

not-so-united United Nations has

monuments and communities from falling into neglect

toppings including Nutella and pineapple, describing

witnessed the wreckage, death and

and wanton destruction, and allowing native peoples to

these as “crimes against humanity.”

devastation wrought by wars and

leave their narratives, folk memory and marks upon the

The world won’t starve from a lack of wonders,

conflicts between member states.

world for generations hereafter. Thanks to UNESCO, the

but from a lack of wonder. Nominations for inclusion

On 24 February 2022, Russia

remains of the Bamiyan Valley in Afghanistan, the Great

in the list – a repository of some 600 culturally diverse

launched a war to wipe out the

Barrier Reef, the Old Bridge area of the old city of Mostar

elements - are submitted by states parties for evaluating

identity of an independent Ukraine.

in Bosnia and Herzegovina, Tuscany’s Medici villas and

by a UNESCO session. The register includes carnivals,

“When all this is over, we will have

gardens, Jordan’s Petra and many other sites have been

woodcarving, pottery, folk songs, carpet-making,

marked for protection and preservation.

puppetry, truffle-hunting in Italy, the Mediterranean

to hold a grown-up and perhaps very difficult conversation about the UN. No

“The whole world is a series of miracles,” wrote Hans

diet, etc. The summer solstice festivals in the Pyrenees,

institution is perfect or has supernatural

Christian Andersen, “but we’re so used to them we call

Indonesian batik-fabric making, Portuguese cowbells,

powers to stop war or despotism, and

them ordinary things.” Before UNESCO established its

khanjar (dagger) which forms part of the traditional dress

perhaps nothing could have dissuaded

Representative List of the Intangible Cultural Heritage of

worn by Omani men, Cremona’s violin craftsmanship and

Vladimir Putin from invading Ukraine.

Humanity, a universe of cultural traditions, skills and rituals

many others have all been recognised by UNESCO, as

But the UN’s failure to prevent one-fifth

was somewhat overlooked in the margins, degraded

was the traditional Ukrainian dish of borscht which was

of its permanent Security Council from

or died. UNESCO has given what appear at first glance

inscribed in 2022.

overrunning another member state

as the mundane and trivial their rightful due, preserving

should give us pause,” wrote Stephen

them from extinction, celebrating ordinary people

alheda’a, the oral tradition of calling their flocks of camel;

Daisley in The Spectator.

doing extraordinary things, and adding to the great

it joined the list in 2022. With rhythmically polyphonic

conversations of mankind.

chants accompanied by specific gestures and musical

As the war reaches its first

The 17th session of UNESCO’s committee for the

anniversary with no sign of off-ramps,

From a young age, herders in Gulf countries learn

instruments, herders direct camels through deserts

diplomatic manoeuvres or shuttles

safeguarding of intangible heritage was hosted by

towards sites for drinking, feeding, milking, and warning

between Moscow and Kyiv, “the war,”

Morocco in December 2022 when the baguette (Eng:

camels of impending danger, such as sandstorms.

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103

Lifestyle

Saudade – a reference to tear-stained songs and poems

community activities, livened by music, dances, chess

expressing passion, deep longing, despair, nostalgia and

and poetry readings. Regarded as “schools of the wise”,

melancholia – is the embodiment of the fado, the musical

they host interminable and spirited discussions on the

symbol of Portuguese culture and tradition. Inscribed in the

news and current affairs. Using Arabica beans, Turkish

2022 list, fado (Eng: destiny) is typically performed in small

coffee - usually taken with a glass of water - is sometimes

fado houses by a soloist accompanied by an acoustic guitar

flavoured with cardamom and other spices, or served with

and the guitarra, a pear-shaped 12-string lute.

Turkish Delight.

Harissa - the main condiment of the Maghreb - is a

Did Britain not pass UNESCO’s sniff test? Where are the

fiery, garlicky North African red-pepper paste used in stews,

stout yeomen of good olde merrie England; oak-beamed

couscous and savoury meats; it made it to the 2022 list. A

centuries-old English pubs, the gentle thwack of leather on

ubiquitous and integral part of every Tunisian household

willow; rare Scottish whiskies of old bottlings and single malts,

larder and restaurant kitchen, harissa is made by drying chilli

Morris dancing, the darling buds of May, Glastonbury, happy

peppers, which are then washed, ground and seasoned with

village fetes?

UNESCO has met with turbulence occasioned by

other spices.

Andalucia, Murcia and the Extremadura are the beating

countries joining, then withdrawing, then rejoining or

heartlands of flamenco. Inscribed in 2010, it is the most

suspending contributions. In 2017 the US decided to cut

renowned and possibly most sensual form of Spanish artistic

more than $80m of funding (22% of its budget) amid the

expression. Beloved of the gitano (gypsy) community, this

controversy over Palestinian membership and perceived anti-

dance was once considered vulgar, derided by the largely

Israel bias.

Catholic church, artists and intellectuals. “It often features

In the House of Lords in 2020 Lord Patten asked Her

the call and response known as “jaleo”,” wrote Sandie

Majesty’s Government “whether they intend to sign the

Holguin in ‘Flamenco Nation’. “It is a form of hell-raising

UNESCO Convention for the Safeguarding of the Intangible

involving hand-clapping, foot-stomping and audiences

Cultural Heritage 2003, and if not, why not?” Baroness

shouting.” Later it became the fashionable rage in Paris,

Barran, on behalf of HMG, replied: “The government

with fans including Diaghilev and Debussy. “Flamenco today

recognises the contribution that the UK’s crafts, oral

has undergone extreme commercialisation and renewed

traditions and wider cultural heritage make to the country’s

academic and artistic respect, once again demonstrating its

cultural life and encourages communities to celebrate and

complex relationship to Spanish national identity,” added

continue these practices for future generations. However,

Sandie Holguin.

we have not seen any compelling business case for ratifying

In the wrong hands, coffee can sometimes taste like

the Convention nor is it clear that the benefits of doing so

liquefied tarmac. In Arab society, qahwah is a symbol of

would outweigh the costs.” Of the world’s 198 countries, 180

hospitality and generosity, the serving of which is guided by

have ratified the Convention; the few recalcitrants include

elaborate etiquette and the use of the best Arabica beans.

the US and Israel. As with its august parent, UNESCO is not

Poured from a dallah into tiny cups, Arabic coffee (inscribed

immune to politicisation.

in the 2015 list) is handed first to the most important person in

At a febrile time of fret and anxiety when museums, statues, libraries and universities are being “decolonised

the room, or the oldest guest.

“When Kaldi, a goatherd in Ethiopia, took his goats out

of the catastrophic errors and imperialist oppression

to graze, he noticed that a couple of them eating berries

of their past”, when culture is being “cancelled” and

from a bush were becoming frisky and energetic,” narrated

cultural icons thrashed, we long for moral limpidity and

writer Rohini Ramakrishnan. “They wouldn’t sleep at night.

to surrender to the simple charms and delights of life’s

Kaldi reported this to the abbot of the local monastery. The

daily miracles and people’s unheralded achievements,

curious abbot collected the berries and made a brew, which

the merriment of the heart and of a soul in respair, the

he consumed. It gave him more energy and kept him awake

capacity for astonishment which is a requirement of the

during the long hours of prayer. Soon news of these berries

cultivated mind. A baguette with lashings of butter. A

began to spread and by the 15th century, Arabic coffee

fado with your Turkish coffee. Shavings of truffle with your

reached the Arabian Peninsula; the popularity of the “wine

omelette. Mirabile visu!

of Araby”, as it was called, spread through pilgrims visiting

“There are remarkable things all the time,” wrote Jon

Mecca. Ozdemir Pasha, the Ottoman governor of Yemen,

McGregor. “Right in front of us, but our eyes like the clouds

introduced it in 1540 to Sultan Suleiman the Magnificent of

cover the sun, and our lives are paler and poorer if we do not

Turkey.” And the rest, as they say, is roastery.

see them for what they are.” They are for us the implacable

Turkish coffee culture, recognised in 2013, celebrates coffee houses which serve as centres of social and

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grandeur, the wonder of life, the diversity and creativity of the treasures of humanity. l