SHIP MANAGEMENT INTERNATIONAL ISSUE 106

34

Cover Story EU ETS

Who will benefit?

ISSUE 106 NOVEMBER/DECEMBER 2023 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

STRAIGHT TALK 8 – Making heavy weather out of

HOW I WORK

climate change

NOTEBOOK 10 – Training seafarers for a decarbonised future

12 – Seafarer salaries have risen but welfare still falling short

13 – ICS launches first ‘The Master’s Practical Guide to Maritime Law’

25 – Peter Smit 28 – Bjørn Martin Klokkernes

16 – Six out of 10 investors mull divestment from maritime amid ESG concerns

19 – Rafael Fernandez elected as next ISSA President

Get our magazine digitally.

Scan QR code and fill in your details to receive.

P&I AND LAW 30 – Combatting evasion of maritime sanctions

20 – EU ETS - do you feel secure?

INTERMANAGER OUTLOOK

DISPATCHES 34 – EU ETS enters into force

22 – Measuring milestones as we plan for tomorrow

38 – Europe’s road to

decarbonisation will be imperfect, but crucial for global shipping

106 November/December 2023

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SHIP MANAGEMENT INTERNATIONAL – ISSUE 106 NOVEMBER/DECEMBER 2023 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

AD HOC 78 – Our regular diary section

SMI WEBINAR China

58 – Towering presence

ANALYSIS 80 – LPG carriers - booming markets in all sectors

40 – Creating a Culture of

Turkey Report

Care Onboard for our Seafarers Navigating Wellness

61 – Year of achievement 62 – Shipyards: Expertise,

experience and eco-credentials

MARITIME SAFETY 48 – VIKING changes shape of the lifeboat market

67 – Türk Loydu begins new era as proud member of IACS

68 – Newport Shipping launches new venture at Cicek Shipyard

49 – Survitec demonstrates

68 – Istanbul Marıne Turbıne

Seahaven advantages for cruise customers

welcomes Garrett partnershıp

70 – Maritime Trainer pioneers digital crew ‘learning’

REGIONAL FOCUS

CLASSIFICATION 71 – Decarbonisation Now 76 – Going with the wind

Hong Kong

51– Compelling credentials 56 – Q&A with Bjorn Hojgaard,

ALTERNATIVE VIEWPOINT 82 – Maritime law and the Master TECHNICAL 83 – Russia invests in Arctic corridor NAVIGATION 87 – Data is our new North Star CLEAN SEAS 89 – Air lubrication can help mitigate underwater radiated noise

OBJECTS OF DESIRE 90 – Our pick of the most coveted creations

REVIEW 92 – Bringing you the best in arts & culture

CEO of Anglo-Eastern Univan Group

57 – Why Hong Kong will continue

LIFESTYLE 94 – Road test: Toyota GR Supra

to thrive: Hill Dickinson

3.0 manual

Next issue In the January/February issue of SMI we shall be looking at latest developments in Singapore, generally accepted to be the world’s leading maritime hub for some years now, as well as that small island that continues to punch above its weight in shipping terms, the Isle of Man. Also there will be a sectoral report on Ship Registries, rounding up latest developments at the world’s leading flags, as well looks at latest trends and innovation in the fields of Crew Welfare and Maritime Safety.

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

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Ship Management International

Issue 106 November/December 2023

The shipping business magazine for today’s global ship owners and ship managers November/December 2023

|

Issue 106

STRAIGHT TALK Join the debate @ShipManInter

Visit our website www.shipmanagementinternational.com

Download our App Ship Management International

Making heavy weather out of climate change

W

hile COP28 for the first time pledged a global

for optimised vessel routeing. But US-based market leader

transition away from fossil fuels - much to

Weathernews makes the point that while forecasting

the relief of smaller nations most vulnerable

techniques have become more sophisticated - in its case it now

to climate change, environmentalists and the strong

uses daily weather updates from some 6,000 vessels – so the

pro-decarbonisation shipping lobby alike - the effects of

level of meteorological uncertainty has also increased.

As a result of climate change sea temperatures are

extreme weather are already becoming increasingly clear

rising, low pressure systems are developing more rapidly

around the world and across its oceans.

The maritime industry is beginning to wake up to the

and spreading storms and swell; maximum wave heights

implications of an increased likelihood of extreme weather-

have increased steadily year-on-year for the past 30 years, it

related disruptions. On the one hand, vessels have begun

says. And these patterns are impossible to predict with total

re-routeing to avoid the drought-induced delays being

accuracy because of the ‘chaotic’ nature of the atmosphere.

Wethernews’ own answer is to introduce what it calls

experienced by the Panama Canal – subject of last issue’s cover story – while on the other, insurers like NorthStandard

‘probablistic weather forecasting’ which not only offers business

have begun introducing Weather Cover into their suite of

decision support by analysing the ETA, fuel oil consumption,

risks, covering shipowners and charterers from landside

CII and cost of different routes, but also includes a percentage

supply chain disruption, such as port closures or delays,

likelihood of the predicted weather actually occurring. And AI

caused solely by adverse weather conditions.

and Machine Learning will now be added into this process to

Meanwhile, there have been undeniable advances in weather forecasting capabilities, as used by ship operators Published by

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

Phone: +44 (0) 1296 682 089 Email: editorial@elaboratecoms.com Email: bjaques@elaboratecoms.com

Finance Lorraine Kimble Phone: +44 (0) 1296 682 051 Email: accounts@elaboratecoms.com

8

risk or attempt at ‘squaring the circle’, you might call it. l

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@elaboratecoms.com Editorial Bob Jaques

further improve calculations - a more scientific quantification of

Ship Management International

Motoring Journalist: Technical Editor:

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

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

Issue 106 November/December 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 Training seafarers for a decarbonised future

A

new training project will prepare seafarers

commit to training the workforce so that they are ready.

for zero or near-zero emission ships, helping

This collaborative project will help ensure a successful

the global shipping industry decarbonize and

and equitable transition, harnessing the collective

ensure a just transition for seafarers.

strength of the global maritime community.”

Ensuring a safe working environment for seafarers,

Research commissioned by the Maritime Just Transition Task Force identified that 800,000 seafarers

as well as the effective management and operation of

may require additional training by the mid-2030s in

future technologies is at the heart of this project. The

order to operate vessels run on zero or near zero

need for dedicated training has been identified by IMO

emission fuels.

and social partners. IMO is comprehensively reviewing

With seafarers at the core of the shipping industry,

International Convention on Standards of Training,

transition to a new shipping landscape. The training

Certification and Watchkeeping for Seafarers (STCW),

framework, funded through the International Maritime

with input from industry, and seafarers’ unions.

Organization (IMO) and Lloyd’s Register Foundation,

Ruth Boumphrey, CEO of Lloyd’s Register

will equip seafarers with skills in decarbonization, and

Foundation, comments: “Moving towards a low-

provide guidance for trainers and the industry.

emission future will require new green jobs and

The project is being announced at the 2023 UN

reskilling, and the global maritime industry is no

Climate Change Conference (COP 28), meeting in

different. Future alternative fuel technologies, such

Dubai, United Arab Emirates, from 30 November to 12

as hydrogen, ammonia and methanol, means there

December 2023.

is a vital need to up-skill all seafarers. That’s why the

Preparing the entire shipping industry for the

work of the Maritime Just Transition Taskforce and

green transition is essential. The 2023 IMO Strategy

its latest training framework is essential to ensuring

on Reduction of GHG Emissions from Ships sets a

seafarers have the right training and skills to work in a

common ambition to reach net-zero GHG emissions

safe environment. It puts seafarers and communities at

from international shipping by or around 2050 (taking

the heart of the solution as the industry works towards

into account different national circumstances); and

achieving its target for net zero emissions for shipping

a commitment to ensure an uptake of zero or near-

by 2050.”

zero GHG emission technologies, fuels and/or energy

The project will be run by IMO and the Maritime

sources to represent at least 5%, striving for 10%, of the

Just Transition Task Force Secretariat. Lloyd’s Register

energy used by international shipping, by 2030.

will develop the training framework for seafarers and

Kitack Lim, Secretary General of the International

10

and revising its key treaty for seafarer training, the

this training is vital to ensure a successful and just

officers, as well as an instructor handbook for maritime

Maritime Organization, said: “The milestone adoption

training institutions. The World Maritime University

by IMO of the 2023 Strategy on the Reduction of

(WMU), an IMO global research, education and

Greenhouse Gas Emissions from Shipping shows the

training institute based in Malmö, Sweden, will provide

member States’ clear commitment to transitioning the

academic expertise. A large number of organisations

shipping industry to a decarbonized future. To do this,

are involved through a global industry peer learning

we need to ensure no one is left behind and we need to

group, which will provide important knowledge-sharing.

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Notebook

Once developed, the Baseline Training Framework for Seafarers in Decarbonization will be first tested out in Asia through a programme led by WMU, with support from the IMO Maritime Technology Cooperation Centre (MTCC) Asia and other partners. Training materials will be developed for all seafarers and for officers. The aim is to then expand testing of the package globally with all the established MTCCs and other appropriate organisations.

Guy Platten, Secretary General of the International Chamber of Shipping, said: “2030 is just around the corner and we cannot be complacent about the needs of our seafarers and the appropriate training being in place to support them during our transitioning sector. Without our people we have no industry so seafarers should always be at the forefront of every decision.

“As we move forward into Phase II of the Maritime Just Transition programme, we must now all continue to work together and further build on the strong relationships formed in Phase I to ensure that our seafarers have the training they need.”

This package will be available to IMO Member States, for potential use by maritime education and training (MET) institutes to develop their programmes, as appropriate. A ‘train the trainer’ programme will also be developed to assist METs further.

The Maritime Just Transition Task Force was formed at COP 26 in 2021 by the International Chamber of Shipping (ICS), the International Transport Workers’ Federation (ITF), the United Nations Global Compact, IMO and the International Labour Organization (ILO). Primarily supported by funding from Lloyd’s Register Foundation, the taskforce has worked to ensure seafarers are put at the heart of shipping’s response to the climate emergency. The timeline is to develop the training materials by mid-2025. l

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Notebook

Seafarer salaries have risen but welfare still falling short

S

alaries are rising by at least 10% as the crew employment market tips in the favour of seafarers, reveals Danica Crewing Specialists as it announces

the findings of its 2023 Seafarers’ Survey.

Across senior officer ranks salaries have increased some 10-15%, regardless of nationality, the Danica survey shows, compared to its 2021 results. Salary figures are particularly strong for the top four ranks on dry cargo vessels.

The wage gap is narrowing between Filipino and Eastern European officers, while Indian senior officers on dry cargo vessels are receiving salaries 10% higher than their Eastern European counterparts.

Salary rise is the most common reason for seafarers switching shipping companies, the survey indicates. Some 35% of crew who changed employer recently did so for a higher salary, although 26% moved for a more suitable Worryingly the Danica survey revealed that as many as

joining time. And 98% or respondents said they check

36% of the respondents, drawn from the worldwide crewing

vacancies while on home leave.

Announcing the 2023 survey results during the Crew

marketplace, claimed their salary was not paid on time – a

Connect Global Conference in Manila, Philippines – where

rise of 7% since 2021 – with 8% saying they did not receive

Danica recently opened its latest crewing office – Henrik

their salary in full. Also, 23% of respondents said they had

Jensen, CEO of Danica Crewing Specialists, said: “These are

experienced a shortage of food or drinking water during

all indications that the crew employment market has tipped

their recent voyages.

Fortunately, the number of seafarers not being relieved

to be in the seafarers’ favour.

“We are witnessing a wage spiral like we saw leading up to the previous financial crisis. The root cause for these wage

on time has fallen to pre-pandemic levels (24%) – but that’s still almost a quarter of crew.

Other findings of the survey include that 5% of seafarers

increases is the combination of a general shortage of very competent seafarers and a better financial situation for most

report having been bullied, 4% felt they had suffered

vessel owners which is making employers more generous

discrimination because of race, and 1% suffered sexual

with remuneration,” he explained. “And, with a surplus of

harassment. Over 50% reported they had access to mental

job offers, seafarers can afford to be picky.”

health support if needed, 70% finding this useful. Computer-

Seafarer shortages are more evident in certain ranks.

12

based training was on the up, with 55% receiving this

The Danica survey identified bosuns, cooks and fitters as

onboard and 60% during home periods, mainly on technical

being in high demand, with salaries up 10% as a result, while

subjects. Internet connectivity at sea is now available to 96%

Ukrainian fitters have had pay increases of up to 30% due to

of crew, up 6% from 2021, with 70% saying this access was

a huge shortage.

free to use – a rise of 15%.

Seafarers remain largely satisfied with their careers at

Mr Jensen commented: “Our survey revealed some

sea with 80% saying they would recommend their employer

interesting and surprising results which we hope will help our

to a friend, while 50% would recommend seafaring to their

owners to enhance their marine crewing and HR strategies.

children. But the lure of a shore position is also strong with

We don’t claim this survey is representative of the whole

70% of respondents saying they would be interested in

industry or scientifically accurate but we do believe it gives a

working ashore.

good snapshot of the seafarers’ situation in 2023.” l

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Notebook

ICS launches first ‘The Master’s Practical Guide to Maritime Law’

T

he International Chamber of Shipping (ICS)

each chapter, Masters will gain a comprehensive

has launched its first edition of ‘The Master’s

understanding of their rights, responsibilities and

Practical Guide to Maritime Law’ as a simple

obligations under maritime law from the start of a voyage

and practical legal reference book specifically to aid

until the end. It covers the legal responsibilities in areas

seafarers with incidents at sea.

such as ship documentation, contractual relationships

Co-authored with the International Federation

and commercial responsibilities for carriage of cargo,

of Shipmasters’ Associations (IFSMA), the guide is

as well as dealing with crimes on board and local legal

specifically designed to help Masters at sea identify

enforcement. The guide also explains the international

and address common legal issues. As Masters are not

conventions that underpin the global maritime legal

qualified lawyers, the guide helps them understand how

framework, for example on pollution regulations.

Serving shipmaster Martin Bjorkell, who contributed

to manage legal risks and respond within the confines of the law to protect the interests of themselves, the

to the guide and recently presented on it at the

shipowner and other crew members. With such high

IFSMA Biennial General Assembly in Tokyo, said: “This

stakes, ICS believes it is crucial for Masters to have

guide will prove invaluable for our industry and help

access to this one-stop-shop for practical legal guidance.

Masters know how to approach legal issues effectively,

The detailed and practical guide bridges the gap

highlighting best practices and providing expert

between theory and practice by bringing real-world

guidance on managing legal risks, with particular

situations, both in port or sea, to life, helping Masters

emphasis on the commercial aspects that form a

navigate common legal issues and pitfalls and assist in

significant part of every Master’s responsibilities on

protecting the shipowner’s interests.

board. We wanted Masters to feel empowered to make

Guy Platten, Secretary-General at the International

informed decisions on matters that might have legal

Chamber of Shipping, commented: "The current

consequences to ensure the safety of the crew, ship,

maritime operating environment is rapidly changing, and

environment and cargo.”

The guide is valuable for a wide array of individuals

this comprehensive guide is vital to supporting seafarers with incidents at sea. This first edition specifically for

working across the whole industry including chief

seafarers is essential reading not only for seasoned

officers, shipowners, P&I clubs, officers in training and

Masters seeking to refresh their knowledge, but also

training institutions.

While the guide strives to offer a comprehensive

Masters who are embarking on their very first voyage and would benefit from guidance through the legal

overview on legal issues which the Master may

intricacies within the maritime industry.

encounter, it does not replace the need to obtain

“Working so closely with IFSMA on this guide was

professional legal advice in the relevant jurisdiction

crucial in ensuring that the guide addresses the key legal

particularly when the Master and shipowner is faced with

issues commonly facing Masters today and provides

legal challenges beyond the scope of the guide.

For more information and to pre-order ‘The Master’s

comprehensive guidance in an easy to digest way.”

‘The Master’s Practical Guide to Maritime Law’ encompasses a wide range of subjects: with

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Practical Guide to Maritime Law’, please visit: https:// publications.ics-shipping.org/single-product.php?id=91 l

Issue 106 November/December 2023

Notebook

Six out of 10 investors mull divestment from maritime amid ESG concerns, finds report

S

ustainability and communications consultancy

Investment banks were the most concerned (83.3%),

Woodrow has published a report showing that

whereas multilateral banks and IFIs were less aligned,

64% of senior finance professionals in the UK

with only 40% sharing this view. High maritime exposure

are contemplating reducing their investment in the

led to higher concern (69.7%), compared to limited

maritime sector because of Environmental, Social, and

exposure (52.9%).

The report unveils widespread scepticism about the

Governance (ESG) risks. The study offers insights into how ESG considerations are impacting decisions in

maritime sector’s ESG awareness and transparency, with

capital markets.

57% considering the sector less aware and 56% criticising

The report sheds light on key areas of ESG risk

its transparency. This scepticism is heightened among

perceived by lenders and investors, including labour

those handling equity capital – 66.7% questioned the

rights, climate change and regulatory compliance. It also

sector’s awareness and 64.1% its transparency.

assesses risk perceptions in specific maritime sectors such

The type and size of institutions influenced these

as shipping, ports and terminals, and offshore activities

perceptions. Larger institutions (AUM between £10-£100

like drilling.

billion) generally agreed with these negative views, while

The survey engaged 100 senior finance professionals

smaller institutions (AUM < £1 billion) were less convinced.

from various segments of the UK capital markets,

Survey participants cited several areas of ESG

including commercial and investment banks, asset

vulnerability for maritime assets, with worker conditions

managers, development and multilateral banks, as well as

and safety at 38%, technological disruptions at 34% and

private equity firms.

climate impact at 33%. Concerns varied depending on

ESG factors are increasingly instrumental in shaping a

the type of capital managed and the level of maritime

company’s financial future. In the maritime sector, issues

exposure. Equity managers prioritised climate impact

like poor wastewater management affecting biodiversity,

(38%), while debt managers focused on biodiversity

or subpar working conditions on ships, carry potential

(41%). Those dealing with hybrid capital expressed most

regulatory repercussions and reputational damage.

concern about technological disruptions (41%) and water

These are not just ethical concerns but critical factors that

management (44%).

Henry Kirby, head of Woodrow’s sustainability

investors, lenders and underwriters are incorporating into

practice, said: “This report reveals a paradox: while

their capital allocation strategies.

Given the capital-intensive nature of maritime

capital markets consider the maritime sector to be

activities—ranging from shipbuilding to pioneering new

ahead in managing ESG risks, they also find it lacking

fuel technologies—secure access to financing is crucial,

in transparency and slow to integrate sustainable

heightening the need for effective ESG risk management.

practices. This inconsistency is alarming, particularly

Two-thirds (66%) of respondents believe that the

when a majority of financial institutions are mulling over

maritime sector faces greater ESG-related financial risks

divesting from or reducing exposure to maritime assets

compared to other industries. This perception is particularly

due to ESG concerns.

strong among those managing debt capital (73.5%) and

“The way forward involves two key shifts: maritime

among large institutions with assets under management

companies must improve their disclosure and be more

(AUM) ranging from £10 billion to £100 billion (75%).

forthright in engaging stakeholders, while investors

Perceptions differ according to the type of financial institution and its exposure to maritime assets.

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and lenders should apply a more discerning lens when evaluating maritime risks and opportunities.” l

Issue 106 November/December 2023

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Ship Management International

Issue 106 November/December 2023

Notebook

Rafael Fernandez elected as next ISSA President

R

afael Fernandez from Spain has been elected

“Global

as the next President of the International

trade needs

Shipsuppliers & Services Association (ISSA), the

ships and ships

global trade body representing the interests of 1,500

cannot travel

ship suppliers around the world.

without being

The 40 National Associations of ISSA, who form the

supplied so

ISSA Assembly, elected Mr Fernandez during a vote

the work of

prior to this year’s ISSA conference in Dubai.

our members

Mr Fernandez has sat on the ISSA Executive Board

is vital around

for 12 years, and will take over as President from

the world, and

January 1, 2024.

I will continue

Speaking after his election, he praised the work of

to work with our fellow international ship owner and

the outgoing President Saeed Al Malik, saying he had

ship manager trade associations to ensure the voice

created a strong foundation from which to grow ISSA.

of the ship supplier is heard.

“I am delighted to have been elected as the next

“I am delighted to announce that the venue for next

ISSA President and I will work hard to ensure that

year’s ISSA Convention will be in Seville in Spain and

ISSA continues to represent the interests of this very

we look forward to welcoming ship suppliers as well as

important global maritime sector.

owners and managers to that event,” he said. l

Notebook

EU ETS – do you feel secure?

I

TIC wrote an article for SMI in January 2022

larger shipowners who have the ability and the capacity

critiquing draft legislation coming from the EU on

will want to keep the responsibility within their control.

the upcoming EU Emission Trading Scheme (ETS).

However, the manager will remain crucial to the owner as

This legislation, in part, sets out which party would

they have to provide the emission data to the owner so

ultimately be responsible for the payment (or non-

they can calculate and surrender the allowances.

In the second scenario, the owner retains

payment) of emission allowances. At that time, it placed that responsibility squarely at the feet of the

responsibility but engages the ship manager on a

Document of Compliance (DOC) holder. This was a

consultancy basis to collect the emission data, arrange

crazy proposition, considering the manager has no

for it to be submitted and range for the payment of

control over the commercial operation of the ship, and

the allowances.

it did not follow the usual principle that the polluter

The third scenario is where the owner transfers the

pays. A failure to comply could result in fines (EUR 100

responsibility to the manager by a strict written mandate.

per tonne), detention or, at worst, the blacklisting of an

Amongst the requirements for the mandate are that it

entire fleet from EU waters.

must be an original signed by both the shipowner and

Thankfully, the position has changed and the

the organisation assuming responsibility for compliance,

legislation now being considered states that the

or if a copy is provided, it must be certified as a true

responsible entity will be the registered shipowner.

copy. This scenario is the riskiest for the manager as

The shipowner will then be able to transfer

the credit risk will be significant. Many owners will not

responsibility to the DOC holder or a bareboat

want to pay the manager in advance, but only on actual

charterer by a written agreement.

emissions and paid for in arrears. If this is agreed upon,

ITIC is on the BIMCO drafting subcommittee of

the contract must be explicit on the financial security for

the new version of SHIPMAN, which is planned to be

the manager. This could be a cash deposit or issued as a

published early next year. Much of the subcommittee’s

number of allowances to be held on account (such as 45

work to date has been spent on a new ETS clause (which,

days of allowances for the ship at full steaming).

at the time of writing this article, had not been finished,

ITIC’s advice at this time is that if ship managers are

but is hoped to be approved and released before the

not totally satisfied they have adequate financial security,

ETS deadline of 1st January 2024).

they should not agree to be the responsible entity and

There are three scenarios which are envisaged. In the

20

By Robert Hodge

only agree to assist the owner in their compliance with

first, the shipowner remains the responsible entity for

the scheme. The credit risk and penalties for non-

the surrender of the emission allowances. It is likely that

compliance are just too onerous. l

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Notebook

106 November/December Issue July/August 2023

Ship Management International

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InterManager Outlook Measuring milestones as we plan for tomorrow

InterManager Secretary General Kuba Szymanski looks back on an eventful 2023, and forward to 2024.

A

s this year draws to a close it is useful to take

and inform decision makers, also seeking legal advice to

stock and look back on some InterManager

ensure the scheme has the best chance of achieving its

milestones. Foremost of these is the launch of

environmental objectives in a practical way. We will be

our new General Principles of Conduct and Action. These

monitoring how the scheme operates in 2024 and will

groundbreaking principles will undoubtedly raise standards

provide a platform for members to raise concerns and speak

in our sector and give the wider shipping industry a means

out. As our President regularly reminds us, by speaking with

by which to evaluate our services.

One Voice we speak louder and have more influence!

Although small, InterManager’s secretariat is extremely

Ship management is evolving and today our members offer a wide range of added value and bespoke services

active on our members’ behalf. We engage in industry

which provide ship owners and operators with a myriad of

dialogues, attend - and even chair - stakeholder groups, and

opportunities and methods to streamline their operations in

also campaign on key issues. Our members are themselves

a sustainable way.

proactively involved in sharing information and best practice

The shipping industry is moving steadily towards a more

and it is heartening to be part of email discussions where

sustainable, efficient and environmentally friendly future.

members raise an issue and share their experiences to identify

This year the International Maritime Organization achieved

solutions – something which happens on a regular basis.

unprecedent agreement from all its member states to adopt

Looking forward to 2024, we will begin the year with

ambitious new decarbonisation targets. InterManager was

our Annual General Meeting which is being held at the

present at these crucial debates, representing our members’

IMO’s London headquarters on Thursday 18 January. We

point of view and working with stakeholders and industry

look forward to welcoming many members and associate

groups to ensure proposals are practical and workable.

members, as well as invited guests and industry colleagues

InterManager continues to work closely with the IMO.

to take part in our conversations. Contact me if you would

We welcome the appointment of Arsenio Dominguez

like to attend or for information about how to become an

Velasco to the role of Secretary-General and look forward to

InterManager member.

Meanwhile I am pleased to report that our members

enhancing our working relationship with him and his team.

InterManager is pleased to be the record keeper for a range

are already putting into action our General Principles

of industry statistics, particularly relating to lifeboat safety

of Conduct and Action. We have several firms currently

and deaths in enclosed spaces, and we take an active role

undertaking the self-assessment process and we urge all our

in working groups which aim to update and improve IMO

members to endeavour to complete their first assessment

legislation to protect seafarer health and wellbeing.

by April to enable everyone to begin this shared journey

The turn of the year heralds a new challenge for ship operators – that of implementing the European Union’s

towards high standards in a sustainable, efficient, and transparent way.

I wish you a Happy Holiday Season and a successful

Emissions Trading Scheme. On behalf of its members, InterManager engaged in high-level discussions to influence

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New Year! l

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Issue 103 103 May/June 2023

Ship Management International

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How I Work SMI talks to industry leaders and asks the question How do you keep up with the rigours of the shipping industry? work ethic, culture and passion for the shipping industry and its crews, prompting him to invest in a 50% share of the business.

“It had such a family feel and was very open and transparent which I loved,” he recalls. “It was also a ‘doing’ company in that it just got things done. I was immediately impressed with what it offered and had already achieved, and I recognised the potential growth and where it could go with two partners at its helm. Hans and I work very well together and we have both brought our family members onboard to help us grow the company.

“But it’s not just working with our family that gives it a family, welcoming feel,” he continues. “ We treat everyone the same, so if I was having a meeting with my daughter we can both be open and honest and say whatever we are thinking, we also extend that respect to all staff members.

Everyone is treated with respect and integrity and they are given the opportunity to be completely open and honest with us.”

Having the right team in place in also something Boers prides itself on. “We are very strict in whether an employee is the right fit for us. If we don’t feel it is right for us and the

Peter Smit Joint CEO of BCS Group – Boers Crew Services

employee then we will let them go. We are a very caring, flexible employer so we look after our team and they know they are part of the Boers family,” he adds.

As Joint CEO, Peter Smit sees his responsibility as being problem-solver and decision maker when tough calls need

G

to be made. He is responsible for the strategy and vision rowing up in Rotterdam, home to Europe’s

for the businesses. He says no two days are the same: one

biggest port, working in the maritime industry

day he could be facilitating a last-minute visa application,

was always an ambition for Peter Smit, Joint CEO

and the next he could be closing on a new business deal

of BCS Group – Boers Crew Services.

Mr Smit worked for many years as an independent boardroom consultant where he advised companies on

or speaking at top-level conferences about the importance of ensuring the journey of a maritime professional is as seamless as possible for them.

how to get the most out of their business by streamlining

He recently participated at CrewConnect’s Fireside Side

and improving their IT processes, many of is clients being

Chat panel when he joined other key players in the industry

companies within the maritime industry.

to discuss decarbonisation, crew welfare, operational

It was through this work that he met Hans Boers whose grandfather started up the company as a taxi firm for seafarers in the 1940s, for whom he first carried out

efficiency and the strategic measures that are going to be needed over the next five years.

He believes it is crucial that the industry looks not only

some consultancy work 11 years ago. At the time the

at the problem of attracting seafarers but also at their

company was open to further investment to help advance

retention to try to alleviate the issues stemming from

it to the next level, and Peter was struck by the Boers’

crew shortages.

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How I Work

clients who needed to move crews and managed to fill flights, thereby reducing the cost to the original aircraft chartering company.

“Nobody could travel, and seafarers need to travel to get to the vessel and then home again, and we really had to think about what we could do,” he remembers. “We came up with the idea of working with clients to charter our own planes, so that’s what we did and we were able to move crews around. Dealing with all the different restrictions in different ports was extremely challenging, but we are specialists so by utilising our “We should be looking at why we

Boers show steal a march on some

contacts, knowledge and expertise, we

are not keeping people at sea for long

competitors by doing everything it

were able to help companies who were

periods of time,” he says. “It seems

could to ensure seafarers could still

really struggling.”

people are gaining their training or

travel. This despite authorities around

qualifying as a Cadet but then do not

the world either closing ports or

end-to-end solution when transporting

last at sea for a long time. I think we

introducing entry measures to prevent

shipping crew members to and from

need to focus on getting the right

potential coronavirus carriers from

ports in The Netherlands, Belgium and

people in the job, ensure they are well

entering their country, resulting in huge

Germany, dealing with everything from

paid and treated fairly… and not only

challenges in facilitating crew changes.

entry visas to medical services, hotel

fairly, treated well. That is a combination

Mr Smit says Boers certainly rose

Boers Crew Services offers an

bookings and transport services.

of good wages, no delays in the journeys

to the challenge and proved itself

During his downtime, Peter Smit

to and from the ship, good connectivity

as a company that will always go the

is a keen sportsman enjoying regular

and entertainment onboard.”

extra mile, whatever the obstacle.

family skiing holidays to Austria. And

Boers has recently held its own

While seafarers were struggling to

after playing tennis since his early

event in Manila for the second year

travel with airlines cancelling flights

childhood, in the past three years he

running where it partnered with KLM

across the globe, Boers worked with

has taken up the emerging racquet

Royal Dutch Airlines, for manning

ship owner clients who had arranged

sport of padel – a cross between tennis

agency staff, travel agents and other

charter flights to take seafarers across

and squash - which he now plays two

interested parties to discuss and share

Europe. The company contacted other

or three times a week. l

best practice over how to ensure a smooth transition process for crews.

The company has also reaffirmed its commitment to Filipino seafarers with plans next year to open an office in Manila where it will have a direct presence for crews based in Manila and will be able to work with authorities there to facilitate visa applications, which can be a complicated and complex process for the Schengen visa.

Looking back over the last five years, Mr Smit says by far the biggest challenge the company has faced was the Covid pandemic, which saw

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How I Work

Bjørn Martin Klokkernes CEO, Star Information Services

B

jørn Martin Klokkernes,

knowledge and know-how change at

recruiting new people to follow these

CEO of Norwegian-based

the same speed.

market trends,” says Klokkernes.

enterprise asset management

“We need to make sure that

“When you look at the market

specialist Star Information Services

people are aware of the new

today, particularly on the shipping

(STAR), is a firm believer in the

technology, what needs to be done

side, it is mainly staffed by an

need for a generational shift in

when it comes to knowledge sharing,

older generation of people used

digital technology skills - just as the

and what kind of new skills we need

to working in a certain way. But we

experienced heads in the industry

so the organisation grows together

are heading in a different direction,

are approaching the twilight of

with the new technology,” he adds.

with the development of new

Star Information Systems AS

technologies and digitalisation.

their careers.

There is a pressing need to

was established 25 years ago in

“The generational shift in

retain that deep wealth of industry

the Norwegian university city of

skills, including on the clients’

knowledge acquired over decades

Trondheim and with offices also now

side, is starting to change the way

by transferring and combining it with

in Singapore and Rio de Janeiro it

the industry operates. Younger

the new generation of digitally savvy

has grown globally as a provider of

people are using more digital-

young talent that holds the keys to

software systems that enable the

based products, mobiles, apps, and

future technological developments

tracking and management of assets

different types of screen displays.

and operations, he reckons.

across the maritime and energy

We also need younger people in our

sectors, such as equipment on vessels

organisation to develop, produce,

how the future of asset management

or rigs, machinery and property, as

install and maintain these systems.”

and organising maintenance will

well as workforce scheduling.

“We are seeing a clear trend in

change, as the supply chain will be

These systems provide a range of

STAR’s main office in Norway’s technology capital Trondheim

handled very differently from today,”

benefits for operators, ranging from

allows for a close connection to

says Klokkernes.

enhanced and predictive maintenance

Scandinavia’s largest independent

“What is important in a

planning, optimised performance,

research organisation SINTEF and

transitional stage is to make sure

increased efficiency, improved safety

the Norwegian University of Science

that the whole organisation is also

and sustainability reporting, as well as

& Technology. This position gives

following. It is so easy to focus

better cost control.

the company a front-row seat when it

“Over the last two years, we have

comes to new developments, and this

technology. However, organisations

worked hard on the technical side by

includes Norway’s leading role in the

need to ensure the entire company

developing an optimised system for the

march towards autonomous shipping.

grows together with new technology.

longer term with our new STAR Suite

“When you look at the shipping

For us, we need to make sure our

platform. But we have also focused on

industry for the next 10 to 15 years,

only on the generational shift in

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everything will change when it comes to fuel and energy sources, and the use of autonomous vessels will inevitably become more common, posing the question - how are you supposed to handle maintenance on board a ship with no people on board?” continues Klokkernes.

“How will you plan for that when the ship is coming to the harbour?

Everything needs to be ready and in place regarding scheduling, suppliers, parts and equipment.

That is something we are preparing for and providing with STAR Suite, to make the whole maintenance

Knowledge sharing - STAR is ensuring transfer of know-howacross the entire company

planning cycle much easier for the future,” he adds.

Today, most of the maintenance and planning is done by the crew on

our growth, by being part of the

58-year-old former CEO Anders

board. However, Klokkernes points

whole reach, directly involved in

Koien in December 2022, having

out that some of the equipment on

the concept, R&D, the product, the

previously served two years as COO.

board will get so complex the crew

client, the market, the whole A to Z,”

will not be able to manage it, even

adds Klokkernes.

Before that Bjørn Martin spent 16 years with the consultancy industry,

in person. “You will need third-party

STAR is very clearly staking

10 years within Global Fortune 500

suppliers looking after maintenance,

its claim as a key player in the

Companies, and he holds a formal

for example,” he says.

generation game, with its focus on

background as a technician within the

providing seamless updates to the

field of automation and a double major

platforms to allow for seamless and

technology and the skills required

in Management from Queensland

automated updates for operators,

to benefit the industry far into the

University of Technology. He is also an

and under Klokkernes the company

future. Klokkernes himself can be

entrepreneur, investor and co-owner

itself has been moving in that very

considered part of that generational

in a Food Tech company, describing

same direction.

shift since aged 42 he took over

himself as: “Driven by people, business

heading up the company from

development and growth!” l

STAR has designed its

‘We have solid expertise gained over many, many years but our knowledge is not worth anything if it is not transferred to younger people,” he says. “The person we recruit now is the person who will be part of STAR for the next 10 to 20 years and our own next generation.

“It is hard for small companies to attract students as we are competing against the giants such as Apple and other big international players, but one way we can attract young people is to offer them the chance to be part of a company that will give them the opportunity to shape it.

“There is a genuine opportunity to add something tangible to

Connected - Star Information Systems helps organisations track and manage their physical assets worldwide

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P&I and Law Combatting evasion of maritime sanctions A new era of sanctions compliance challenges has arisen in recent years, along with a notable increase in deceptive shipping practices (DSPs), particularly in the form of AIS spoofing and dark fleet activity. Noyonika Bhaduri, CMO at Pole Star, in conjunction with Blackstone Compliance research, explains how it is possible to comprehend, detect and mitigate these practices.

T

he implementation of Russia-related sanctions and a price cap on the sale of Russian oil and petroleum products has led threat actors to turn towards more sophisticated forms of sanctions evasion. Their aim is to deceive

authorities and financial crime compliance programs via the creation of a shadow economy that operates outside of the confines of US, UK, EU, and G-7 law.

Sanctions targets require access to allied countries’ markets, including commodities traders, financial institutions, flag registries, and ship charterers (‘covered persons’) – all of whom have compliance obligations, including those relating to the price cap on Russian oil.

The Office of Foreign Assets Control (OFAC) and other sanctions authorities have outlined an attestation process to document that Russian oil sales are within the Price Cap. However, this is not a mere record-keeping problem. The current price cap for oil leaves very little room for margin, meaning threat actors may attempt to falsify documentation, pass goods off as being of non-Russian origin, or violate other sanctions outside the Price Cap - such as acting on behalf of a blocked party or attempting to export oil to an allied country.

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The authorities have therefore warned covered

•

Timing: The timing of a vessel’s ownership

persons to be aware of evasion attempts. For

change may indicate an intent to evade sanctions.

instance, in April, OFAC singled out P&I clubs, ship

For instance, moving vessels to new owners directly

owners, flag registries, and commodities brokers to

after the Russian price cap was passed. Likewise, if a

remain vigilant for DSPs as evidence of sanctions

vessel makes its first voyage – or routinely makes the

evasion.

same voyages – to Russia or a sanctioned country,

In addition, the UK’s National Crime Agency has

this may indicate the vessel was purchased for

warned the wider financial community that sanctions

sanctioned trade.

targets may use proxies and enablers to gain access

•

to the financial system - access they would otherwise

changes in conjunction with other vessels owned or

be denied. This advice is equally applicable to the

operated by the same person. If a fleet of vessels

maritime industry.

change their flag simultaneously or incorporate into

Fleet coordination: Consideration of a vessel’s

a new high-risk jurisdiction, this may signal that the

Dark fleet activity

owner and operators intend to misuse the vessel.

There are two primary methods emerging for sanctions evasion: the ‘dark fleet’ and ‘AIS spoofing’.

Finally, covered persons should also be aware

The dark fleet is a fleet of tankers owned and

of the increase in pop-up P&I clubs, outside of

operated by persons outside of allied jurisdictions.

the recognised International Group consortium.

These tankers – estimated to number around 600

Thorough and intensified due diligence on the

vessels globally - are acquired for trading with Russia

vessel’s owner, operator, or charterer, as well as the

or other sanctioned countries. Owners will go to

source of the cargo, is recommended.

great lengths to disguise their stakes in these vessels.

AIS spoofing

That said, dark fleet vessels are not used exclusively for sanctioned trade – and not all vessels

Spoofing was once considered a minor part

will therefore present the same level of risk. For

of maritime sanctions evasion, but in the past six

instance, they may be shipping oil within the confines

months, the practice has surged ahead to become

of the Price Cap. However, they do present an

the predominant form of evasion – at least for

increased risk to covered persons. Covered persons

vessels carrying high-value cargoes such as oil and

should therefore proceed cautiously when dealing

petroleum products.

with a dark fleet vessel and conduct enhanced due

In the past, high-risk countries would simply

diligence on the provenance of the cargo, the buyer

prohibit the export of AIS data, and compliance

and the seller.

officers denied access to AIS information. These

Determining whether a vessel is part of the dark

gaps in AIS coverage were easy to spot. In reaction,

fleet is a subjective process. A number of criteria

there’s been a major shift toward deceptive

and factors must be considered before a ship can be

strategies, which is the provision of false AIS

categorised:

information. That is, inaccurate positional and

•

navigation data is given, making a vessel appear

Ownership: A vessel’s owner may be tied directly

to Russia, Iran, or Venezuela. Likewise, threat actors

where it is not.

may attempt to obfuscate their interest by owning the vessel through shell or front companies, or by

This presents a far more difficult problem for

making rapid changes to a vessel’s declared owners

the maritime community to tackle because threat

and operators.

actors have access to a broader range of spoofing

•

techniques, and maritime intelligence firms will

Movement: Dark fleet vessels may frequent

Russian or sanctioned ports with deliveries to

need to keep up with those tactics to counter them.

non-allied countries, and/or conduct ship-to-ship

OFAC recommends insurers, flag registries, and ship

transfers in known high-risk zones, such as those

managers turn to “maritime intelligence services to

used off the coast of Greece.

improve detection of AIS manipulation”.

•

Deceptive Practices: Consideration for vessels

False AIS data can be uploaded through a variety

who engage in AIS spoofing or who opportunistically

of means and can be targeted towards individual AIS

turn off their AIS transponder with the intent of

ground stations and data providers, or through radio

avoiding sanctions.

frequency broadcasts targeting satellites.

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Typically, an AIS position is broadcast from a vessel’s

This movement will lack an economic purpose and/or be

transponder, which is then received by either a terrestrial

inconsistent with local traffic patterns.

ground station (T-AIS) or an overhead satellite (S-AIS). This

•

information is then transmitted digitally – such as through

technique used. The vessel is programmed to travel along

an API – to either an AIS aggregator or directly to a

feasible routes. This requires either duplicating or sourcing

maritime intelligence provider.

past AIS data to successfully mimic the vessel’s movements,

‘Pre-programmed route spoofing’ is the most realistic

A threat actor can insert its false data at any point

or more careful planning is used to ensure that the route

in this chain. Yet, with the right security protocols or an

appears to have an economic purpose. This methodology

automated ability, receiving sources can discriminate

is hardly infallible but is difficult to identify based on a

between valid and invalid transponders.

visual inspection of the underlying data.

In general, spoofing can be categorised into four In conclusion, the threat of maritime sanctions evasion

typologies, each having distinct signatures:

has increased tremendously over the past year. We are now ‘Anchor spoofing’ simulates the vessel remaining in the

seeing the wholesale creation of fleets for side-stepping

same place for impractical amounts of time. The vessel may

allied sanctions, a drastic increase in AIS spoofing and

appear to be at anchor or may look like offshore storage.

more complex forms of maritime sanctions evasion.

•

With the threat environment only likely to increase;

However, a review of the vessel’s signal activity or use of human or imagery sources allows us to confirm that it is not

the onus is on covered persons and those involved

the transmitted location.

in sanctions enforcement to conduct enhanced due

•

‘Circle spoofing’ describes a situation where the vessel

diligence on all transactions involving potential dark

moves in geometric circles at a set location. Circle spoofing

fleet vessels and eschew – if possible – transactions

is generally used closer to shores and ports over a few days

involving the highest risk fleets, jurisdictions, flags, and

to a week - which is enough time to visit a sanctioned port

classification societies. Working in partnership with

and return to the station.

providers of maritime intelligence services will be key to

•

ensuring the most up-to-date data is used as part of this

‘Slow roll spoofing’ is when the vessel pretends to be

moving in a general direction of travel at very slow speeds.

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Dispatches EU ETS enters into force There’s been a lot of scaremongering and speculating air as the European Union’s Emissions Trading System (ETS) becomes applicable to the shipping industry from January 2024.

Felicity Landon navigates some of the complexities.

E

xaggeration and exasperation are in plentiful

be recorded, verified and reported for every ship calling

supply over the entry into force of the EU Emissions

at an EU port from 1 January; EU Allowances (EUAs), or

Trading System (ETS) from January 2024. And while

carbon credits, must be purchased and surrendered for

many of these dramas will not come to pass, some bizarre

these. The first bills must be settled by 30 September

fallout is indeed likely to take place.

2025, the deadline to submit the first ETS allowances for

In terms of unintended consequences, there were

emissions reported in 2024.

fears of a dramatic defection by container lines from

Not all emissions are equal. Shipping companies

EU transhipment hubs to hubs just outside the EU

must purchase EUAs for 100% of emissions from voyages

bypassing the southern EU ports in the Med – or at least

between EU ports or for ships docked at an EU port; for

a reordering of port calls so the main part of the voyage

voyages between an EU and non-EU port, it’s 50%.

The system is being phased in: in 2025, 40% of

would be between two non-EU ports. These concerns were addressed (or partly deflected) when the European

emissions reported for 2024 must be covered by EUAs; in

Commission set out criteria in November which designated

2026, it’s 70% of 2025 reported emissions; and in 2027 and

Tanger Med and East Port Said as official neighbouring

beyond, it’s 100%.

Shipping companies must put in place admin systems

container transhipment ports and therefore included in the ETS regime. But should we be watching (as an example)

to track CO2 and other emissions, determine the volume

post-Brexit Felixstowe for signs of higher transhipment

of EUAs needed to cover these emissions, and assign

volumes for EU-destined cargoes? Some say so.

the cost of the EUAs to stakeholders in order to manage

And then there is the money. Contrary to the

their liabilities.

The uncertainty and complexity is compounded by the

suggestion that all ETS charges will pour straight into EU coffers, in fact there are random national winners here.

fact that EUAs are traded on the free market and therefore

Cyprus, Greece, Germany and the Netherlands – more of

subject to price volatility.

which later.

To recap, from January 2024, the EU ETS will cover

PASSING ON THE COST

CO2 emissions from vessels of 5,000 gt and above entering EU ports, regardless of flag. Emissions data must

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Issue 106 November/December 2023

Dispatches

and other sectors. It’s well established, tried and tested.

at one end of the spectrum, large trading companies/

Now ship owners and operators must also comply. It’s time

cargo interests that have been doing this for some time

to pay for their carbon… and the costs will be passed on.

and understand carbon pricing, who are well prepared

‘Esteemed customers’ have been receiving notices from

and looking to minimise the cost of exposure; and at the

shipping lines of new charges to cover the ETS dues.

other end, companies in Japan and the Middle East who

For example, Evergreen published a range of ETS

haven’t heard of it, or are only scrabbling around trying to

surcharges according to trade route and dry/reefer box,

understand how it works. Between these two extremes,

ranging from €9 to €53 per teu, with the Asia-Europe bill

you have shipbrokers trying to help, you’ve got carbon

being €27 (dry box) or €41 (reefer) per teu. CMA CGM

specialist companies trying to offer support. I don’t think it’s

has indicated a €25 per teu surcharge for Asia-Europe.

going to be a very smooth entry.”

At a press day in London at

Maersk has predicted as much as €70 per teu; HapagLloyd has quoted €12 per teu. Project/heavy lift carrier AAL

end-November (2023), Albrecht

announced it would calculate an ETS surcharge based on

Grell, managing director of

estimated/actual voyage emissions, quoting this separately

OceanScore, which offers an

from normal freight rates. Analyst Alphaliner has noted: “It

ETS management solution, gave

remains to be seen if the surcharge will be used by lines as

his views on the challenges,

a competitive tool.”

alongside Matthias Blöte, Director Finance, Controlling

Is the industry prepared?

Martin Crawford-Brunt, CEO

& Corporate Development at Peter

at Lookout Maritime and

Dohle Schiffahrts, which is working

Decarbonisation Lead at the

with OceanScore.

Baltic Exchange, said: “My reflections are that the shipping

COMPLEX FRAMEWORK

industry is very unprepared

Blöte described ETS as ‘the

in general for the ETS. There

challenge of the day’ and pointed

are two very distinct groups;

out: “We have a vessel starting its

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Dispatches

voyage today which will run into next year, so we already

And so to the proceeds of the ETS. Ten per cent of

need to think about this today. It is a relatively complex

the total will go to an EU fund for sustainability projects

framework which you need to understand, first of all. We

for shipping. Ten per cent goes into the EU’s social

have the ability to understand complex structures but still it

fund, for distribution. The rest – 80% – goes straight

is a new kind of dimension. We need to ensure we comply

into national state coffers, based on some complex

with the processes in all departments, including technical

workouts. First, the money is allocated according to

and commercial, and we need to make sure we have the

where the shipowner is based in the EU or where the

right data.”

manager responsible for ETA compliance is domiciled.

However, he said, despite discussions, workshops,

Second, if the owner/manager is outside the EU, the

training and preparation, “there are still a lot of

funds go to the state according to which port the vessel

uncertainties in the regulation itself, as some member states

has made the most port calls at in the past five years.

are waiting for exemptions and some member states have

The Netherlands looks like a strong winner here. There

not ratified the directive”.

might be an incentive for states to attract more calls to a

Add that to the complexity of an international shipping company – some vessels trading in the EU, some not;

particular port in the hope of bringing in more money for the treasury, Grell agreed.

Meanwhile: “Cyprus wins because it is a very strong

different ownership structures and charterers – and the challenges are considerable. “Have we done everything we

shipowning country. Also, if a shipmanager runs the

could? Yes, we have tried. And we wait for the regulators to

scheme for you, the charterer has to surrender the

do the rest.”

EUAs where the manager is domiciled. Of the 80%

The EU regulation has to be translated into national

of receipts, the biggest recipients will be Greece and

law and that has not happened in most cases, said Grell.

Germany and the biggest surprise winners will be the

“It isn’t necessarily a legal issue but it feels much better if

Netherlands and Cyprus.”

you know the laws of your country protect you. There is a

Demonstrating compliance with the EU ETS is

complex legal structure behind it. It is all doable but how

important but many people are missing an important

much money do you want to spend on lawyers?”

risk factor, said Crawford-Brunt – “the reputational risk of

At the time of writing, how many charter parties had

being associated with counterparties that don’t conform”.

In addition, as pointed out by Jason Clausen,

been agreed that take in an ETS clause? Not the majority,

performance director at NAVTOR, the ETS is based

he said.

But overall: “It is always easy to moan that shipping isn’t ready but in this case it isn’t shipping’s fault.”

on a cap-and-trade principle, which limits the amount of GHG emissions in the system, ensuring shipping

The container ship sector is the most exposed, likely to

or other companies can’t just ‘buy themselves out

be liable for 28% of the total EUAs required by the industry,

of trouble’ by paying for ever-increasing pollution.

said Grell. That’s because of the vessels’ size and speed.

“Over time the cap will be reduced, with the cost of

However, the most expensive according to vessel type

allowances rising,” he said. In other words, shipping will

will be ro-pax and cruise ships. “Cruise ships have a huge

have to compete for EUAs even as their availability is to

consumption, €500,000 per average vessel and up to £12

be reduced.

Clausen also noted: “It’s not vessel ownership that

million for the highest cost.”

It’s estimated that 40% of EUAs will be provided by non-

matters when it comes to paying for allowances [EUAs],

European owners or managers, with China and Singapore

but rather which party provides and pays for fuel.

both high payers, he noted.

Owners therefore need to ensure they deliver reliable, validated vessel emissions data to charterers in a timely

WHERE WILL THE MONEY GO? Whichever way you look at it, shipping companies are facing significant financial exposure from the introduction of

manner. But, to do that, we come back to the need to have a robust, reliable, real-time monitoring and management system.”

It is going to be an ‘expensive and risky environment’,

the ETS, said Grell, and this will be further fuelled by carbon price volatility and the threat of fines for non-compliance.

said Albrecht Grell. “Every manager and owner will

“The bill will be substantial,” he added, suggesting it

need to make sure they are not left to procure EUAs that

could equate to €6.5 billion annually by the time of full

the vessel’s operator should have provided. That is the

implementation in 2026 based on current prices.

number one risk to mitigate.” l

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Dispatches

Europe’s road to decarbonisation will be imperfect, but crucial for global shipping

By Harriet Robson, UK Director, Transparensea

A

s Europe’s maritime industry takes its first steps

to 40% of the estimated global supply of carbon-neutral

into the EU ETS era, we will see a patchwork

fuels to meet the expected demand by 2030 in line with

of fuels and technologies emerge. Limited fuel

the IMO’s current GHG strategy – and this is not counting

availability means that the situation will be imperfect, but

competition with other industries for access to those fuels.

it doesn’t mean that companies can’t make the transition

Moving away from a single-fuel era will add new levels

work for their fleets and operations. Their experience will

of complexity to the process of bunkering ships, and we

be watched closely, helping set the tone and direction for

can expect potential compatibility issues until there is

shipping’s decarbonisation globally.

standardization. A unified approach to the development of

A fundamental truth of shipping’s decarbonisation

fuel specifications will be key to compliance with emissions

transition, in Europe and elsewhere, is that it will

reporting, but there is a lot of work to be done before we

inevitably not be perfect. Supplies of purely green

have the necessary benchmarks.

With any fuel, owners and operators will need

marine fuels will remain scarce for a significant time to come, and we will need to overcome technical and

assurances that it is not only safe to handle, but also that its

supply challenges before we can get new fuels on board

origin doesn’t inadvertently compromise its sustainability

ships at any meaningful scale.

credentials or those of their customers. Traceability will

Recognising this shouldn’t discourage action but

take on a new level of significance and will be essential for

should spark transparent conversations in the industry

accurately reporting on the well to wake emissions required

to help inform the way forward. EU regulation clearly

by FuelEU. As a patchwork of fuel and technology options emerge

incentivises the shipping industry to reduce its greenhouse gas emissions in the short term. Following the expansion

in Europe, there is an opportunity for shipowners to carve

of the EU Emissions Trading System (ETS) to the maritime

their own - albeit bumpy - pathway to decarbonization, in

sector, companies will have to pay for their ships’ carbon

a way that is tailored to the individual needs of their fleets

emissions from 2024, while FuelEU Maritime will introduce

and operations. This will be a steep learning curve, putting

requirements on the emission intensity of the energy used

even more importance on the capacity to get expert,

on board ships from 2025.

independent insight as the realities of physical fuel supplies

For a number of shipowners, compliance will be

evolve constantly.

The lessons learned from their implementation will

achieved through one-off bunkering’s, often with partial volumes, mass balancing and carbon offsets – which do not

bring better understanding for the broader decarbonization

always reflect the full picture from well to wake. This will be

transition not just in Europe, but around the globe. This will

reality for the foreseeable future. As DNV’s latest Maritime

be a transition from “wait and see” to “try, learn and try

Forecast to 2050 highlights, shipping would need 30%

again, but better”. l

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Creating a Culture of Care Onboard for our Seafarers Navigating Wellness The latest in our series of industry debates, SMI teamed up with VIKAND medical group to debate the issue of ‘Seafarer Wellbeing: Creating a Culture of Care Onboard’, looking at strategies for fostering mental health awareness and ways to improve the onboard living and working environment, including how to encourage and support social interaction among crew members, methods to improve internet connectivity and communication with family and friends, and how to ensure access to comprehensive healthcare services.

Moderated by Sean Moloney, CEO of Elaborate Communications, the panellists included: Ronald Spithout – Managing Director for VIKAND’s proactive total healthcare solution, OneHealth; Johan Gustafsson – Chief Revenue Officer, Ocean Tehnologies Group (OTG); Chris Bhatt, Chief Commercial Officer, Aon; Lorraine Hager, Loss Prevention and Marketing Advisor, The Swedish Club; and Martin Hedman, Senior Consultant and Psychologist, Marine Profile.

A video recording of the full webinar debate is available on the SMI website www.shipmanagementinternational.com

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Sean Moloney Hello everybody and welcome to the lates Ship Management International webinar, for which many thanks to VIKAND for their support. We’ll be talking about the issue of creating a culture of care onboard for our seafarers and it is something that’s really important so I’m sure we have a good debate ahead. So without any further ado, I’m going to ask the panellists to introduce themselves and say a few opening words on the issue of creating a culture of care onboard and what’s important in this respect, in order to set the scene for discussing how we as an industry can improve the wellbeing, safety and mental health of our seafarers.

Lorraine Hager Thank you very much, Sean. I’m Lorraine Hager, Loss Prevention and Marketing Advisor at the Swedish Club. I’ve been with the Club for 11 years now. I’m a proud Filipina, but I’ve been living in Sweden for the past 16 years so as I said to my colleagues here, I’ve been ‘Swedified’ for a bit. Well, we all of us bear crucial responsibility in safeguarding the physical and mental health of our crews who navigate the world’s waters on our behalf, and ensuring the wellbeing of these crews requires an in-depth understanding of seafarers’ working environment, appreciation of the commercial pressures faced by operators and, of course, a knowledge of the best practice support that is available. We need to look not only the provision of adequate medical care and safe working conditions but also the need for mental health support, social integration, and access to essential amenities.

As a P&I club, we are a mutual body owned by our members, so this gives us a remit of assisting and giving guidance to our members and enabling them to give support to the crew. At the same time, we have a commitment to a wider aim of improving safety at sea for all seafarers. Our mission is twofold; firstly, we must foster a culture of prevention through rigorous training, education, and implementation of best practices. This means identifying and rectifying potential hazards before they escalate into critical situations. So we talk about loss prevention in regard to vessel casualties but the same approach must be taken with wellbeing of the most precious resource, our seafarers and secondly, and perhaps more importantly, we are committed to providing a steadfast support system that crews can rely on in times of need and this includes with access to medical

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Ronald Spithout

Lorraine Hager

Johan Gustafsson

assistance and a commitment to, of course, respond

good actions, but for me, it starts from the top. If we

to the many challenges that seafarers encounter in the

are going to create this culture of care, it needs to start

course of their duties.

from leadership and commitment. I mean, the very top people, from the CEOs down to the captains onboard.

Just to mention, the International Group of P&I Clubs (IG) Personal Injury Committee has been discussing all

Then the second part of this is for me, mental health

of these issues and just recently gathered to discuss

and for that you need work and life balance. Just look

the subject more, also inviting charitable institutions

at ourselves, if we work too much, we will also not

to take part.

be satisfied with our situation. So I think that is really important onboard a ship as well, because you have

Sean Moloney

vessels that has five port calls in a week and I can only

Thank you very much, Lorraine. Some good sort of food

imagine how they manage to get through the work and

for thought there and good to see the industry working

rest hours demanded today.

with the charities and with the welfare organisations. I’ve been in shipping for 40 years and still find it very strange

I also think that we need to provide a comprehensive

that these important people at sea are in need of

learning situation for the people onboard because

charitable assistance to the level they are. Johan, let me

training, or repetition of training, is the mother of all

come on to you and ask you to introduce yourself and

knowledge for me. I come from the Navy and that’s

give your policy views on creating a culture of care.

what we did, we practiced every day for something that we wish never happened. So the same thing

Johan Gustafsson

needs to be given to the seafarers’ health and we

Thank you, Sean and good afternoon, evening or

need to make sure that this platform or the way to get

morning, everybody. I work for a company called Ocean

the knowledge needed is available. And it’s not only

Technologies Group and we are providing human capital

training, because training is just a tick box. Learning

management services to our customers. In relation to

is what we are after and that is also important. Also,

what Lorraine just said, I want to come to a point where

mental health for me means fair wages and living

we power the people that power world trade because

conditions, so a lot is included.

without the individual seafarers that are out there every day, 365 days a year, 24 hours a day navigating the sea,

I want to finish off by saying that anyone that thinks what

the world would soon see the consequence on daily

we are discussing here today is expensive has never

living conditions.

had an incident or an accident because the cost of that is going to be way much more than the money that

I think that the industry is still too fragmented. There

you spend on this. So for me, this is not a cost, it is an

are good things happening, but not in a combined

investment for the future.

measure. There are many people taking some very

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Chris Bhatt

Martin Hedman

Sean Moloney

we’re changing the entire industry, it means that we have

Johan, thank you very much indeed. Martin, let me come

to have people aligned at all levels, not just on the ships.

on to you. If you could introduce yourself, please, and

We should have the best tools and the services provided

give a little insight into your thoughts.

for the ships but they won’t be used, won’t have any impact unless we also have the entire hierarchy with us in

Martin Hedman

the process. So that’s where the challenge is, as I see it,

Sure, thank you, Sean. So my name is Martin Hedman

to create such an alignment and that’s what I hope this

and I’m the Head of Assessment and Organisational

discussion today is going to be a little bit more about.

Management at Marine Profile. We’re a company that has conducted for more than three decades psychological

Sean Moloney

solutions for the maritime industry and our focus is

But in talking about that alignment, everybody coming

safety mitigation and emphasising the human factors.

into the same mode, the issue is that shipping is

My background is I’m a licensed psychologist, and have

very fragmented and you’ve got companies that are

been working in the maritime industry for the past 12

accelerating at a fast rate and you’ve got the laggards or

years, mainly conducting psychological assessment for

the slow adopters. That must create a bit of a problem

officers and crew, for various purposes but also leadership

when you’re trying to create this changes culture.

training on a group and individual level.

Martin Hedman Mental health is, of course, an area that’s very close to me

Exactly, and that’s the complexity of it and I think we

and that I have been working on every day. In my work

can all break it down to time, that we have to be patient

as a psychologist, I very often get asked the question

about it. It’s something that has to take its course of time

whether or not it is possible to make changes on this

and I believe that we’re going to get there. I mean, we

level, like cultural changes.

have kept this discussion alive now for a couple of years quite intensively and we have seen a lot of progress in

It’s like a societal change, an industry change that we’re

that and that’s why I’m very optimistic.

talking about here, and I know the first step for change is always the awareness that there is some deficit,

Sean Moloney

something going that needs to be changed, and I would

Thank you very much, Martin. Ronald, let me come on to

say the industry is at this stage on mental health at the

you and if you can introduce yourself, please, and make a

moment. We’re having these seminars and panels and a

few comments non the subject under discussion.

lot of discussions now and the industry has never been more aware than it is right now, maybe because of the

Ronald Spithout

events we’ve been through, like the pandemic and so on.

Thank you very much, Sean. My name is Ronald Spithout,

The second step of making a cultural change, as Johan

I’m the Managing Director for One Health at VIKAND.

was pointing out as well, is such a complex topic when

For many years, I have been providing satellite services

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around the world for various companies, where the

we have to tackle. We have to show the industry that

central theme always was what to do with that satellite

they are currently at a high cost level by being reactive

connectivity, because connectivity in itself is not

to healthcare. And if we are reaching that turning point,

solving any problems, it t’s what you can do with it,

and I really feel that we are getting closer, then we’re on

the application, that is solving problems. In that way, I

the right way.

ended speaking with Peter Hult, the owner of VIKAND, which is a pretty large organisation with many hundreds

Sean Moloney

of doctors, originating from the cruise industry where

Thanks Ronald, some very good points there. I mean, I

they provide doctors, nurses, infirmary medicines, x-ray

suppose it comes back to that point also, looking at the

machines onboard of cruise vessels. We met to see if we

demographic of the seafarer, they’re getting older. And

could use technology to provide a similar type of service

I remember talking to a ship manager a number of years

on a commercial vessel. That may sound insane because

ago about the importance of good food onboard ship…

there are only 20, 25 people on a commercial vessel, so you can’t place a doctor there permanently, but you

Ronald Spithout

could place the digital equivalent of the doctor over

And that has a physical aspect, that has a mental aspect,

there and that’s what we have been building over the last

as we all know, and it has also environmental aspects

few years.

and there comes, well, not only the eating, but also the sleeping and the exercising and the air and the sunlight

The industry seems to be at a turning point talking

and whatever comes around the corner, and also the

about crew welfare and wellness and health onboard of

social aspect. So yes, I think we should tackle them

vessels, probably in the aftermath of the Covid period

all one by one under the premises that not doing it is

where suddenly it became clear that we are depending

costing money.

on the welfare of the people onboard. But not a lot is happening in practice, there’s not a lot being done to

Sean Moloney

keep people healthy. It’s like Johan says about learning

Let me bring in Chris here. Would you like to introduce

and not training, in a similar way it’s about keeping

yourself and give your perspective?

people healthy and not just reacting when they are Chris Bhatt

getting sick.

Thanks Sean. I work for AON, a big global insurance So crew healthcare should really be caring in such a

broker. I think from the advice point of view, we sit

way that they stay healthy. We, the healthcare and

right on the intersection between people risk, the risk

technology companies, have all the tools in our hands

associated with having employees in your business,

to provide such a healthcare so that people stay healthy

and asset risk, the risk associated with the assets that

but currently it’s not the case because we all know

you own. Our job, I think as much as anything else,

that 10,000 seafarers have to leave their job every year

is to keep reminding everybody of that link between

because of some kind of chronical illness. So we are

people and assets, which I think often gets separated

not very good at keeping them healthy, which comes at

too easily within an organisation, because so many of

a cost because if more and more of these experienced

the risk incidents onboard vessels are down to people,

people are losing their jobs and younger people, who

deliberately or otherwise.

we have a problem with training and getting them up

44

to speed, are getting onto the vessels, the risk profile is

Everyone is right saying that the industry’s fragmented,

just going up. And it all comes at a cost and that’s what

which is not unsurprising given it’s a global industry

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SMI Webinar ???

with multiple cultures and languages, etc. But I think

we don’t have a seafarer themself who is on ship right now

that when you put in place all these benefits for crew,

to tell us what is actually going on.

you’ve also got to be careful about exploitation because, from a vessel owner’s perspective, you’ll also

Ronald Spithout

get stories of how ‘ambulance chasing’ lawyers will sit

First of all, do seafarers currently have the level of care

waiting on the docks for these seafarers to disembark

they deserve? Well, the answer is clearly no, because I

and then encourage them to fall ill after being onshore,

mentioned the 10,000 seafarers losing their job because

looking for the opportunity to either earn themselves

physical stuff. But I also read an article pointing out that

some money or the seafarer. So you’ve got to be

up to 12% of the deaths at sea are still due to suicide

careful about the exploitation. I completely agree with

and a number of deaths at sea on commercial vessels is

everyone’s points around creating a better culture of

on average 100 to 120 per year. So if on that number, up

health but with that comes the responsibility for putting

to 12% is suicide, then you would clearly say they’re not

sufficient controls in place.

that happy onboard of the vessels.

Sean Moloney

But speaking to the seafarer, and I spent a week in

Thank you very much indeed, Chris. So really, I want

Greece last week speaking to quite a few in various

to come on to the first question and that’s do seafarers

workshops, if you ask them what they want, it’s not

currently receive the level of care they deserve while

necessarily that they shorter stints or shorter shifts.

at sea?

I mean, if you’re very happy in what you do and the technology around you is providing you the right level

Chris Bhatt

of social interaction with whoever you want, then that

I’d say no, the answer is they don’t get what they should

should not be a problem in itself… but we don’t do that.

get onboard. I think there’s a big disparity between shore-based employees of any description in any

Regarding internet connectivity, the discussion needs

industry and those at sea and I think that we need to be

to be a little bit smarter on what you do with that

more proactive.

communication. You can bring tools onto the vessel to encourage social interaction, for instance, in-between

Johan Gustafsson

the people. If you just bring internet onboard of the

I definitely agree that we are not giving the level of

vessel, it’s no surprise that people are taking their iPhone

healthcare and culture onboard as we should do,

and sitting in their private cabin and then… well, they

never before Covid having considered seafarers a key

get depressed. But if you’re using that same internet

workforce suffering from being stuck onboard ships for

connectivity and put stuff on it so that you bring people

long periods, and now sometimes for more than a year.

together again, so that it almost becomes a family apart from your family, then the actual number of weeks that

So there’s a lot more that I, from my perspective, think we

you spend at sea is a little bit less relevant.

need to be doing, but again this is a fragmented industry with different flag states, different authorities so it’s going

And is there a difference between companies? Yes, of

to be really difficult to reach some sort of global policy

course there is. I spoke to smaller owners, operators,

on this. But I think that this needs to be raised at every

last week in Greece, who proudly told me that most of

meeting, in every conversation like here, and next time

their people are with them for 30 years or plus, right, but

maybe bring in a seafarer, because for me that is normally

there are also still larger companies who really believe

a missing part in all major conferences and seminars - that

that seafarers are expendable and you have everything

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in between. Clearly they are not expendable. There

Chris Bhatt

are less and less people willing to go, not only to sea,

Yes, I was only going to say that what’s interesting is

but also to go to the maritime colleges to get trained

that the shipping companies will often turn to the P&I

being an officer and so you see from the numbers that

clubs for everything that isn’t standard. But there is

the problem is building up for the next two, three, four

nothing like the P&I club in any other industry and I think

years. So I think it’s time for action, as I said, on all kind

that’s probably where we’ve got to be a little bit more

of aspects.

disruptive, we’ve got to get people’s minds away from automatically relying on the poor P&I clubs all the time,

Johan Gustafsson

or we equip the P&I clubs to sufficiently deal with it, one

And it’s not from you and me. We need to have the

or the other.

engagement from the seafarers, and to be honest, we have not really made a good commercial [advert]

Sean Moloney

for the shipping industry over the last couple of years,

I think I’m going to bring Martin in on this, Martin, you

especially during Covid.

talked about creating awareness and acknowledging that there is a problem here but from a psychologist’s

Sean Moloney

point of view, how do you see this?

Lorraine, let me bring you in on this. I think at the bottom of all this, it’s talking about reducing accidents,

Martin Hedman

reducing suicides, reducing areas of fatigue onboard

Well, we’re talking about care and how we can increase

because seafarers are overworked and they’re going

the care onboard the ships and for our seafarers and

in their cabins and they’re texting for hours to their

care doesn’t just come in terms of services and tools and

loved ones and not getting any sleep and things like

trainings and so on, it’s also about how we treat each

that because they’re depressed. But from a P&I and

other. And then it comes down to leadership, how we

loss prevention perspective, what are the owners, your

communicate, how we treat each other through talking.

members starting to think about this? Are they starting

And what I encounter when I talk with a lot of seafarers

to understand that they need to actually take action as

who are in distress for some reason or having a problem

an industry?

on the ships, it’s normally triggered by not being treated in a good manner, which is also a very important

Lorraine Hager

aspect of it. Not just the isolation and all of these other

Well, most of the members are actually doing something

aspects [of life at sea] but just having people show good

for their seafarers as well, for the mental wellbeing or for

attitudes is something that provides a lot of care in the

the wellbeing of the seafarers. And even the industry,

longer perspective, make people more motivated and

the IG Group, as I mentioned is also doing something

enthusiastic about their work, instead of trying to get

for the seafarers with the Personal Injury Committee just

off as soon as possible and being even more isolated

having had a seminar last month and they are furthering

and using the connectivity, as Ronald put it, to go in the

this discussion. So I think that since the pandemic, a lot

room instead of socialising and being out. It’s because

of the shipowners are focusing on the wellbeing of the

they feel they’re being treated in a bad way.

seafarers but it’s just fragmented and, as we’ve said, it’s time to collaborate and maybe work together to make a

I get the feedback and feeling sometimes that on ship

ripple effect, because we all have the same goal to have

it’s more what you say rather than how you say it and

our seafarers healthy, in mind, body and soul.

that, for me, is still a little bit old school. If we take it one step higher, it about trust in psychological matters.

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I get comments sometimes that, from industry leaders,

important is the ‘S’ is and as far as seafarers are

that I don’t believe in psychology and that surprises me.

concerned that’s always the key one.

The industry is fragmented and it’s a question of where we go in. On some ships, we need leadership training

Ronald Spithout

and awareness training there, while on some others, we

Well you mentioned ESG, Sean, but if over the

have the P&I clubs and the discussion on that level in a

last years the ESG discussion was mainly focused

different area.

around the E and how to comply with tightening fuel regulations, you have to look very hard into the annual

Ronald Spithout.

statements of any shipping company to find the social

Yes, so you see now initiatives of vetting agencies who

chapter on how they invested in their crew over the over

are suddenly putting all kinds of questions in their

the periods, right? So I think we should focus on the

questionnaire about whether the crew or officers have

S of ESG not only in the reports but as I said also, for

had mental first aid or awareness programmes. So it

instance, on the vetting side. It became an accelerator

can come from anywhere but eventually I think you will

a couple of years ago already in the discussion when

create a better atmosphere onboard as well because the

it became clear that an environmental friendlier vessel

people are better fit to deal with it.

was breaking into the P&L of the ship operator, and I think in a similar way, a more social engaged shipping

Chris Bhatt

operator should find similar benefits in his P&L, not only

I think also, to your point Martin, you’re right, you’ve

on the cost side but also on the revenue side. So I’m a

got to create the leadership culture but we must also

firm believer that we should have some health-related

not forget that some of the loneliest people onboard a

checklists as part of a vetting operation.

vessel are the senior crew.

Sean Moloney Sean Moloney

Well, ladies and gentlemen, thank you very much indeed

Well, look, let me, we’ve been getting some questions

for your time today. I think this is probably one of the

coming in. One is to the effect how can maritime

best debates we’ve had and I’d like to thank all our

charities like Stella Maris work more closely with the

panellists. When you’ve got a good group of people to

maritime industry to support seafarers?

talk and to share ideas, it certainly makes my job an awful lot easier, and I look forward to seeing and speaking with

Lorraine Hager

you all again very soon.

With the case of the Stella Maris where they send priests onboard the vessels, I think for the mental wellbeing of

Thank you also to our audience and please don’t forget

the seafarers who are Christians this is very helpful. It

that a full recording of this entire debate is available on

contributes to the whole thing of achieving the desired

our website www.shipmanagementinternational.com l

result and, of course, we are open for collaboration and maybe doing a project together for seafarers.

Sean Moloney At London International Shipping Week we saw the charities coming together and really identifying some of the issues there. In whole issue of ESG

Scan QR code to watch Webinar

(Environmental, Social and Governance), how

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VIKING changes shape of the lifeboat market VIKING Norsafe VNJY-55

VIKING Norsafe VNJY-68 TELB

M

aritime safety solutions provider VIKING Life-

serviceability. In addition, the VNJY features a shorter

Saving Equipment is launching an innovative

and wider hull than usual and incorporates an innovative

range of lifeboats and davits which it says set

forward steering position that allows for additional

new standards for compact and lightweight lifeboat-based

space on board.

evacuation solutions. By challenging traditional lifeboat

Using significantly less materials in manufacturing, the

design, the 40- and 52-person VIKING Norsafe Totally

new VNJY lifeboats also deliver lower height and weight

Enclosed Lifeboats (TELB) respond to a rising tide of

(up to 400 kg lighter) and are designed to achieve a

industry demand for space- and weight-saving boats for

reduced carbon footprint compared to previous models.

typical crew capacities.

The lower weight also reduces loads and the required

Major shipbuilding clients have requested alternative concepts for vessel types - especially for Offshore

capacities for the gravity- or hydraulic-powered davits used to launch and recover lifeboats.

The design is certified by DNV to meet SOLAS and LSA

Service Operation vessels (SOV) - where onboard space is at a premium and space for the lifeboat and davit

requirements. First deliveries, due in Second Quarter 2024,

installation must be optimised. VIKING’s response is

will feature on vessels whose flag states require EU Marine

the ‘VNJY’ range of lifeboats, (pictured) which feature

Equipment Directive verification or USCG certification.

a minimal deck footprint, while optimizing capacity and

On the logistics side, two VNJY lifeboats can be shipped

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on a single 40 ft flat rack, benefiting convenience for VIKING’s global customer base.

“VIKING Norsafe lifeboats are built to last, which is one reason we have taken so much care over what is truly a step change for lifeboat design

Survitec demonstrates Seahaven advantages for cruise customers

after over 20 years of continuous orders for our popular JYN range,” says Thomas Thompson, VIKING Technical Director, Boats & Davits.

“Some customers will continue to prefer designs that have served them so well, but VNJY lifeboats offer the space-saving, lightweight solution others have been hoping for.

Operators will also appreciate the way the steering position improves visibility, and the stability gains brought by extra width.”

T

he global cruise industry in early November convened at the Port of Belfast, the home of the historic Harland & Wolff shipyard, and world-famous Titanic Belfast Museum, to witness the successful

demonstration of Survitec’s Seahaven, the world’s largest inflatable lifeboat.

In welcoming representatives of the international cruise ship industry,

Manufactured in a modular design,

Survitec CEO Robert Kledal said: “Since we introduced Seahaven in Miami

the VNJY is easy to adapt to new sizes

in April 2022, the industry conversation has been inspiring. It signals a new

and requires reduced maintenance

era of potential for the passenger industry.”

efforts. Serviceability has been further

Mr Kledal furthered: “The development of Seahaven has been one of

enhanced by the smart placement of

the most exciting journeys for us at Survitec. It builds on our pioneering

engines and the hydrostatic release

history, allowing cruise owners and operators to explore a wide range of

for on-load release hooks. For

vessel design possibilities.

boats installed where hydrocarbons

“I take pride in presenting Seahaven to you, and I encourage you

are present and fire protection is

to seize the opportunity to experience the remarkable potential of

necessary, the new range will come

Seahaven,” he said.

complete with a compressed air

Born from the extensive collaboration between Survitec’s aerospace,

system and external seawater deluge.

defence and maritime divisions and a 100-year plus history of pioneering

“The extensive work VIKING

Survival Technology, the two-lifeboat Seahaven system is deployed at the

has completed to optimise the new

touch of a button in under 4 minutes with the ability to evacuate up to

lifeboat range is based on the years

1,060 passengers in under 22 minutes.

of experience available to our team of

Seahaven, which replaces conventional lifeboats and davits, can free

naval architects and boat-builders, from

up to 85% of deck space, creating opportunities for revenue generation

preliminary design to full prototype

for cruise operators. “We are rewriting what’s possible in terms of safety,

testing,” Thompson concludes.

reliability, and deck footprint in one revolutionary product,” Kledal told

VIKING is a privately held

cruise industry leaders.

corporation, founded in 1960. In

In April last year Survitec teamed up with Norwegian Cruise Line

recent years, VIKING acquired the

Holdings Ltd. (NCLH), Independent Maritime Advisors Ltd, and a major

Norwegian company Norsafe, whose

shipbuilder to deliver a cruise ship design that incorporates Seahaven as

lifeboats have been used around the

the primary means of evacuation.

world since 1904, and Drew Marine’s

Developing new Survival Technology, such as Seahaven, is a meticulous

FSR division, one of the world’s three

process. From initial concept, through research and design, rigorous

largest providers of Marine Fire Service.

testing, where Seahaven surpassed the minimum regulatory requirements,

Headquartered in Esbjerg, Denmark,

to successful heavy weather sea trials and type class approvals, has taken

VIKING products are manufactured in

more than five years and a dedicated team of more than 30 engineers. l

Denmark, Norway, Bulgaria, Greece, China, and Thailand. l

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Issue 106 November/December 2023

Regional Focus: Hong Kong

Regional Focus Compelling credentials

T

he many advantages and future growth prospects

towards zero emissions, promote smart and digital initiatives

of Hong Kong as a maritime hub were spelled out

in the industry, and promote global exchanges.”

by various ministers of the Special Administrative

Specifically, the Chief Executive mentioned that his

Region during Hong Kong Maritime Week (HKMW) in

administration was committed to decarbonisation and

late November.

would “soon kick-start a feasibility study (into) providing

Addressing the opening ceremony, Chief Executive

green methanol bunkering for both local and ocean-going

Mr John Lee reminded that China’s

vessels. In the coming year, we will set out an action

National 14th Five-Year Plan supports

plan for the construction of bunkering facilities and (the)

Hong Kong’s role in the global

development of supply chains.”

maritime sector with a focus on the

Meanwhile, Maritime & Port Board

development of high value-added

Chairman and Secretary for Transport

maritime services. He added that the

& Logistics Mr Lam Sai-hung said the

maritime professionals in the city would contribute to “the

Government will continue to give

prosperous development in Hong Kong, along the Belt &

full play to Hong Kong’s distinctive

Road, and beyond.

advantage of being simultaneously

“In the coming weeks, the Transport & Logistics Bureau

connected to both Mainland China and the world. In this

will publish a detailed action plan on maritime and port

way Hong Kong could act as a “super-connector and

development strategy,” he continued. “The plan will

super value-adder” in the Guangdong-Hong Kong-Macau

enhance high-end maritime services, facilitate transformation

Greater Bay Area (GBA) - also incorporating China’s third

106 November/December 2023

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51

Regional Focus: Hong Kong

largest city Shenzhen – adding that Hong

the marine value chain is emerging here,

promote the overall competitiveness of the region.”

forging partnerships of actors in the clusters,”

Speaking at the Gala Dinner of the

he concluded. “Currently, we have more than

3rd World Maritime

1 100 port and maritime companies that stand

Merchants Forum,

ready to offer an array of quality maritime

organised by China

services, ranging from shipowning and ship

Merchants Group,

finance to maritime insurance and legal services.

Financial Secretary Mr

Besides, we have also rolled out competitive

Paul Chan highlighted

tax concessions for ship leasing business. Last

why Hong Kong remains

year, we went further to cut the profits tax

the preferred hub for many companies in the

rate applicable to ship agents, ship managers

maritime industry to set up their regional or

and ship brokers to 8.25 per cent, that is half

global headquarters.

of our standard rate. And there will be further

“First, it is the institutional strengths that

supportive measures from the Government

Hong Kong has under the “one country, two

coming,” the Financial Secretary promised.

systems “ principle, which President Xi Jinping

Further elaboration on the city’s marine

and the Central Government have reaffirmed

insurance strengths came from Transport and

on multiple occasions in the past year or so,” he

Logistics Secretary Mr Lam Sai-hung, this

said. “This means that the very essence of our

time speaking at a seminar co-hosted by the

success: in particular the common law system and

International Union of Marine Insurance – the

the rule of law; a low and simple tax regime; free

first time IUMI had organised an event during

flow of goods, capital, people and information;

HKMW, itself a sign of the city’s growing

the linked exchange rate system; alignment

importance in marine insurance terms.

with the best international business standards

“We have a flourishing marine insurance

and practice, will continue for the long term

market, with more than 80 local and foreign

to support our status as a vibrant international

insurance companies that offer a broad range

trade, shipping and financial centre.

of marine insurance products,” he said.

“Second, we are the top international

“Over the past 10 years, gross premiums on

financial centre in Asia,” he continued.

ships, damage and liability in Hong Kong

“Seventy three of the top 100 global banks

witnessed a cumulative growth of 72 per

are operating in Hong Kong. Our stock

cent, amounting to over HK$3 billion (close to

market is the most international in Asia

US$400 million) in 2022.

with a market capitalisation of over US$4.1

“Protection and indemnity (P&I)

trillion. Green bonds issued in Hong Kong

associations are active in Hong Kong. Twelve

last year captured one-third of Asia’s market

out of the 13 members of the International

share. They are denominated in USD, Euro,

Group of P&I Clubs have a presence in

RMB and HKD with tenure as long as 30

Hong Kong, which is the largest cluster of

years. In a nutshell, the capital market here

representatives outside London. And let’s not

is international and vibrant, with a very deep

forget the Asia Hub, established by the IUMI

liquidity. Hong Kong is an ideal location for

since 2016, which marks the organisation’s

you to seek ship financing.”

first permanent presence outside Europe.”

Third, Hong Kong can serve as your risk

52

“Fourth, a prime maritime cluster across

Kong was “working closely with our peers to

Mr Lam Sai-hung went on the stress how

management centre. Here in Hong Kong,

Hong Kong’s strong core of ship owners,

we provide convenient access to a world-

managers and operators, together with a ship

class insurance market. Eleven of the top 20

registry that is the fourth largest in the world

global insurance companies are operating

in gross tonnage terms – with 126m gt at end-

here. And we have adopted very conducive

2022 - was key in fuelling business prospects

policies and measures to develop our

for all maritime business services sectors in

insurance market.

the city, including marine insurance.

Ship Management International

Issue 106 November/December 2023

Regional Focus: Hong Kong

To strengthen the Hong Kong Shipping

“As we continue to operate within

Register (HKSR) further, the government is

the maritime industry, we are acutely

expanding its service coverage through the

aware of the challenges we face,” he

setting up of seven regional desks around the

continued. “These include a complex

world, he added, and other work is underway

regulatory environment, the imperative of

to further enhance the services of the HKSR

environmental sustainability, the urgency

and explore potential new markets.

for digital transformation and enhanced

The private sector is equally important

crew welfare. These challenges should not

to the success of the city’s maritime cluster

be viewed as obstacles but as catalysts for

and its efforts are coordinated through highly

innovation, new ideas and change.”

proactive body the Hong Kong Shipowners

Under his tenure, the HKSOA would further

Association (HKSOA), one of the world’s largest

enhance its efforts to “facilitate dialogue

shipowner associations whose history stretches

and cooperation, promote technological and

back 65 years. It currently numbers more

environmental advancements, and advocate

than 180 members, representing companies

for equitable and effective policies,” the

owning, managing and/or operating a fleet, as

association’s new head promised. “Together,

well as providing professional services to the

we can transform these challenges into

shipping industry.

opportunities for growth and development.”

During Hong Kong

Dr Harry Banga, Chairman and CEO of The

Maritime Week, The Caravel

Caravel Group, said: “I’m proud of my son,

Group’s Chief Operating

Angad, on his appointment as Chairman of

Officer, Angad Banga, also

the HKSOA. We have been an active member

on the board of Caravel

of the Association for many years, and I look

company Fleet Management

forward to following its continued success

Limited (FLEET), was

under his leadership.”

appointed Chairman of the HKSOA, succeeding Wellington Koo of Valles Steamship Co.

Meanwhile, FLEET prepares next year (2024) to celebrate its 30th anniversary -

In his acceptance speech, Mr Banga paid

the last 10 under Caravel ownership – with

tribute to the work his predecessor, saying:

co-founder and MD Dr Kishore Rajvanshy

“Faced with the challenges posed by the

continuously at the helm over the past three

pandemic, unique local issues, and an evolving

decades. During that time the company has

regulatory framework, Wellington’s strategic

grown to now have more than 650 ships under

acumen and steadfast commitment have

full technical management, over 450 of which

reinforced our Association and left an indelible

are handled out of Hong Kong.

impact on the entire maritime community in Hong Kong.

In July 2023, FLEET signed an important agreement with Transworld Group of the UAE

106 November/December 2023

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53

Regional Focus: Hong Kong

to set up a new shipmanagement joint

strength of HK’s maritime community

venture, Transworld Fleet Management.

lying in its depth of knowledge, diversity

The new company will provide dedicated

of experience, and an unwavering

technical management services to

commitment to continuous change. Even

Transworld Group’s diversified fleet as well

as general conditions and the business

as to Transworld associated and affiliated

environment evolves, it remains an

vessels belonging to other shipowners in

international premier maritime centre

the Middle East region.

providing extensive business opportunities

Another shipmanagement company that has been celebrating a milestone anniversary this year is Hong Kong-based Wallem Group, now completing its 120th

Greater Bay Area.

Ian Beveridge, CEO of BSM, participated in the panel discussion at the

year. Wallem was in fact founded in

3rd World Maritime

Shanghai and quickly moved into third

Merchants Forum,

party shipmanagement, becoming one of

coinciding with the

the first companies in the world to do so,

opening of Hong

when it took over running two Chinese

Kong Maritime Week

coastal vessels.

2023, on how to

During 2023, two dual fuel (DF) LR2

achieve high-quality

tankers built under Wallem supervision

development within the shipping industry

at Guangzhou Shipyard International in

in an age of upheaval.

China were delivered to their owner Viken

Mr Beveridge pointed out that even

Shipping, immediately passing under

though the shipping service industry faced

Wallem technical and crew management.

great challenges during the pandemic, it was

The first of these deliveries, in June,

still able to overcome these difficulties, proving

became the manager’s first DF-capable

the resilience of the industry. He pointed out

newbuilding, and other DF vessels have

how shipping companies now need to focus

since entered the managed fleet or are

on enriching the training and development

planned to do so in 2024, underlining

of shipping talents, such as crew, offshore

Wallem’s commitment to industry

staff, and personnel in various functions as

decarbonisation goals.

attracting, retaining, and developing talent in “These state-

of-the-art ships are worthy additions

54

in the Guangdong-Hong Kong-Macao

these different functions will be a key issue for all the shipping companies going forward.

Theophanis Theophanous, Managing

to the Wallem-

Director of BSM Hellas, was invited to

managed fleet in our

take part in a panel discussion on LNG

120th anniversary

vessel management and how to build

year,” the group’s

global capacity and resilience for LNG

Shipmanagement MD Ioannis Stefanou

shipping. With around 120 gas carriers

observed. “Wallem has positioned itself

under full and crew management, of

at the forefront of maritime services since

which more than 60 are LNG carriers, BSM

its formation in 1903 and always has a

is the largest third-party ship manager

keen eye on adapting to industry change.

of vessels in this segment. The company

Today, decarbonisation heads the sector’s

also actively invests in crew training

agenda, and these ships embody Wallem’s

and development in this demanding

continuing drive to offer expertise where

sector through its own training facilities,

it counts.”

Maritime Training Centres (MTCs) in

A proud Hong Kong resident for

Cyprus, Kochi and Manila, equipped with

over 40 years, ship manager Bernhard

LNG training facilities and state-of-the-art

Schulte Shipmanagement (BSM) sees the

Liquid Cargo simulators. l

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Issue 106 November/December 2023

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Regional Focus: Hong Kong

Q&A with Bjorn Hojgaard, CEO of Anglo-Eastern Univan Group Q) What is the importance of Hong Kong within your overall Group activities?

Anglo-Eastern’s Technical Services division involved in designing prototypes that operate on alternative fuels.

Bjorn Hojgaard: Anglo-Eastern was founded in Hong

Notable projects in progress include the company’s

Kong in 1974 and has been headquartered in the city since its

active development of ships that are ammonia-ready and

inception. In April 2020, Anglo-Eastern’s head office relocated

ammonia-capable in collaboration with our clients and

to Kowloon Bay where it occupies three floors in Kingston

partners. Crew training and simulations have also been

International Centre, 19 Wang Chiu Road. The office manages

enhanced across our training centres to help crew deal with

approx. 300 vessels including bulk carriers, tankers, container

new fuels and technologies.

- Offshore Wind Division: A new Offshore Wind division

ships, heavy lift carriers, and offshore vessels, representing a large percentage of our managed fleet.

launched in October further reinforces our environmental, social, and governance (ESG) commitments by supporting

Q) Please list 3 factors that you think will see Hong

alternative energy production.

Kong continue to grow as an international maritime centre.

Bjorn Hojgaard: Firstly, strong collaboration between the

- Nuclear Energy: Anglo-Eastern remains a keen supporter of nuclear energy as a potential source of

Government and industry. For example, the government has

decarbonisation. The company is collaborating with CORE

introduced incentives for green shipping, enhancing port

Power to harness the potential of nuclear energy over the

competitiveness, and aiming to develop the Greater Bay area

long-term.

- Collaborations with Industry Enablers, like Rightship, the

as a world-class port cluster.

Secondly, maintenance of a favourable tax environment.

Global Maritime Forum, and the Maersk Mc-Kinney Moller

Hong Kong has implemented maritime-specific tax incentives

Center for Zero Carbon Shipping. Our representatives also

since 2020, which have contributed to the growth of the sector.

occupy key roles on committees including MEPC and SGMF,

Thirdly, building on HK’s several institutional strengths

further giving us a voice at the table and allowing us to

such as the ‘one country, two systems’ framework, a robust

contribute to the broader objectives of decarbonisation within

legal system, and a business-friendly environment, all of which

the shipping industry.

provide stability, certainty, and confidence to international Q) Please provide an update on the rollout of Starlink

companies operating in Hong Kong.

maritime broadband connectivity across the managed fleet.

Q) What initiatives is Anglo-Eastern taking to help owners with decarbonisation?

As of end November, we have successfully deployed almost 140 installations of Starlink on our ships since March, with the

- Fleet Performance Centre: Anglo-Eastern’s Fleet

goal of 200 to be reached by year end.

We are extremely pleased with the service. Our internet

Performance Centre now monitors over 530 FOS-enabled vessels, enabling voyage optimisation, asset optimisation, and

speeds consistently exceed 100 Mbps wherever Starlink is

machinery performance monitoring, with a focus on fuel usage

available. Additionally, we have observed a remarkable 90%

and carbon emissions. By utilising data-driven approaches, the

reduction in connectivity-related issues on Starlink-equipped

company can assess the medium and long-term benefits of

vessels, while the connection speed has made it 30% faster to

energy-saving devices. Furthermore, Anglo-Eastern provides

resolve IT support issues.

A recent survey across our crew garnered 569 responses,

estimates of related allowances before voyages, helping owners better understand the cost impact, in addition to complying

with an overwhelmingly positive response. The successful

with the EU ETS.

deployment of Starlink has revolutionised our connectivity

- Technical Services: We now have 91 dual-fuel vessels under project or technical management, with

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at sea, improving crew well-being, productivity, and overall operational efficiency. l

Issue 106 November/December 2023

Why Hong Kong will continue to thrive in the decades to come

Regional Focus: Hong Kong

By Hill Dickinson’s Damien Laracy (left), Partner and Head of Hong Kong Office, and Raymond Chan (right), Associate.

I

t is no secret that in recent years Hong Kong’s position in the

hub and connectivity with eight other cities in Southern China.

world’s maritime map has been facing increasing competition

This has made, and will continue to make, Hong Kong a uniquely

from nearby container ports. Nonetheless, the core strengths

attractive forum for resolution of China related disputes as well as

of Hong Kong as a maritime hub do not lie solely on container throughput, but also on the bundle of first-class maritime services that the world city offers.

Specifically, the Hong Kong Shipping Registry’s status as a

disputes related to the “Belt and Road” jurisdictions.

In particular, the Arrangement on Reciprocal Recognition and Enforcement of Judgments in Civil and Commercial Matters

by Courts of the Mainland and of the Hong Kong Special

world-renowned ship registry, coupled with Hong Kong’s long

Administrative Region signed on 18 January 2019 (‘Arrangement’)

standing as an international financial centre and one of the most

will enable the mutual recognition and enforcement of most civil

popular seats for international arbitration, places Hong Kong in a

and commercial judgments between the Mainland China and

distinguished position in offering a combination of vital services in

Hong Kong. Following the implementation of the Arrangement

finance, law and ship management, which are the cornerstones of

(which is set to come into effect from 29 January 2024),

every international maritime hub. This is demonstrated by the fact

commercial disputes determined by the Hong Kong Court can

that, inter alia, Hong Kong has the largest presence of members

now be recognized and enforced in the Mainland China with

of the International Group of P&I Clubs outside London, as well as

minimal need (if any) of re-litigation and vice versa, which will likely

the presence of other major players like the China P & I Club and

make Hong Kong an even more competitive forum for resolution

the International Union of Marine Insurance.

of disputes connecting to the Mainland China.

Moreover, what distinguishes Hong Kong from other nearby

The unique connectivity that Hong Kong has with Mainland

port cities is that Hong Kong is the only common law jurisdiction

China – both geographically and as a matter of legal comity –

in China.

together with its depth of maritime experience and talent means

In addition, Hong Kong is also part of the Greater Bay Area (GBA) which aims to create an integrated economic and business

that Hong Kong will continue to thrive as an international financial and maritime hub in the decades to come. l

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Regional Focus: China

Towering presence C

hina in the space of just a few decades has emerged as the world’s foremost shipping nation. The country is now neck-and-neck with Greece in terms of owning the largest fleet, while in both the

shipbuilding and port sectors it is clear fronrunner.

And as far as global maritime hubs are concerned, Shanghai and Hong Kong rank third and fourth respectively in the world, according to the Xinhua-Baltic International Shipping Centre Development Index, behind only Singapore and London.

In latest BIMCO statistics, China owns the second largest cargo carrying fleet with 15% of the world total in deadweight terms, behind only Greece with 19%. But broker Clarksons suggests China’s total gross tonnage has already edged ahead of that of Greece at 294.2m gt (versus 294.0m gt), while the value of its fleet is comfortably out front at $180bn (vs. $163bn).

Moreover, growth of the Chinese fleet is predicted to outpace that of its main rival over coming years since the newbuilding orderbook held by Chinese shipowners is 21% larger than that of their Greek counterparts, with in-demand vessel types LNG and car carriers featuring strongly.

Regarding the emergence of China as a shipowning nation, BIMCO notes that the entry of Chinese financial institutions into the leasing market has significantly contributed to the growth of the Chinese owned fleet in recent years, and five out of the 10 largest Chinese shipowners are leasing institutions. Combined, the ten largest shipowners control 41% of the Chinese owned fleet.

Editorial credit: Adam Yee / Shutterstock.com

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Issue 106 November/December 2023

Regional Focus: China

Nor are these owners shying away from

high-tech Korean/Japanese and European

investing in environmentally friendly vessels

shipbuilding industries respectively. China’s

able to burn alternative fuels. Over the past

first domestically produced large cruise liner

year COSCO, the world’s fourth largest

Adora Magic City completed her sea trials

container line, has ordered a series of 24,000

in July. And with the Russia-Ukraine conflict

TEU and 16,000 TEU methanol dual fuel

having boosted the demand for large LNG

(DF) boxships. Then at the Marintec China

carriers, CSSC said that it had received 49

event in early December (see picture) it

LNG carrier orders in 2022, taking China’s

contracted with engine manufacturer MAN

share of carrier orders for the year to around

to retrofit the same methanol DF capability

30% from less than 7% in 2021. That trend has

to up to 13 existing large containerships,

continued in 2023 with Xinhua News Agency

which will become the Chinese line’s first

reporting that Chinese yards received orders

able to run on methanol, believed to be

methanol-capable vessels.

for another 14 large LNG carriers in the first

an industry-first conversion, while Chinese

half of the year.

company Dealfeng has developed a rotor

Meanwhile, China Merchants recently opted for a quartet of methanol DF car

With orders for methanol fuelled

sail system for wind-assisted propulsion,

carriers as part of a $500m newbuilding

vessels increasing, Guangzhou Shipyard

certified by China Classification System,

spree that also included kamsarmax bulkers

International (GSI) recently pioneered

that is being installed on newbuildings and

and multipurpose carriers. China Merchants

China’s use of best-in-class high

is suitable for retrofit.

Energy Shipping (CMES) separately ordered

performance polymer MarineLINE cargo

what was said to be the first methanol dual

tank lining on the latest pair of methanol

where China’s rise has been most

fuel VLCC in August.

dual fuel MR product tankers it has built for

dramatic. Seven out of the 10 busiest

Proman Stena.

container ports in the world are now

On the shipbuilding front, China State Shipbuilding Corporation (CSSC)

Meanwhile, CSSC’s Jiangnan Shipyard

But perhaps it is the port sector

in China, namely Shanghai – world

is now largest shipbuilder in the world

turned heads at Marintec China with its

leader with over 47m TEU throughput

after a merger in 2019, while Chinese

concept design for a nuclear-powered

- followed by Ningbo-Zhoushan,

yards overall ranked top globally for

24,000 TEU containership.

Shenzhen, Qingdao, Guangzhou, Tianjin and Hong Kong.

all three main metrics for in first half of

And LNG-powered vessels built in

2023 ,with 24.09m dwt of newbuilding

China are becoming commonplace, such

completions (+15% year-on-year), new

as the 13,000 TEU containerships ordered

China’s port interests the world over.

orders booked of 44.76m dwt (+74%

by CMA CGM at Hudhong-Zonghua

According to Drewry’s Global Container

y-o-y) and orderbook of 127.9m dwt

Shipbuilding, or series of 20 boxships of

Terminal Operators Annual Review and

(+23% y-o-y), according to the China

between 10,000- TEU and 11,000 TEU that

Forecast 2023/24, China Cosco Shipping

Association of the National Shipbuilding

Zhoushan Changhong International

and China Merchants Ports (CMPort),

Industry. Tanker orders in particular have

Shipyard is constructing for MSC.

ranked 2nd and 3rd respectively in the

More surprising still is the extent of

soared this year, almost tripling over the

Retrofit work at Chinese yards is

world as far as 2022 throughput was

previous year’s levels during the first 10

also becoming more complex, again in

concerned, handling 52.9m TEU and

months of 2023.

line with industry trends towards more

50.6m TEU respectively, behind only

environmental vessels. Zhoushan Xinya

PSA International (61.0m TEU) but

stepping up a gear, building new vessel

Shipyard recently signed a contract

ahead of APM Terminals (48.8m TEU),

types such as LNG carriers and cruiseships

with Maersk for retrofitting an existing

DP World (46.5m TEU) and Hutchison

once thought the preserve of the more

containership with a MAN powerplant

Ports (45.1m TEU). l

Complexity-wise Chinese yards are also

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Issue 106 November/December 2023

Turkey Report

Year of achievement

T

urkey, officially the Republic

signed a strategic partnership with

a growing

of Türkiye, was in buoyant

StormGeo, an Alfa Laval company,

raft of

mood in late October when

back in March. Under the deal

newbuilding and

it celebrated its 100th anniversary,

StormGeo’s complete s-Suite system

repair/retrofit work

having been founded by Gazi Mustafa

will be made available to all TSA

across a wide spectrum of

Kemal Atatürk as successor state

members. “For over one year, TSA

vessel types, involving work of

to the Ottoman Empire. KOSDER,

has been looking for a solution to

increasing complexity (see following

the Turkish Coaster Shipowners and

help us decarbonise and digitalise our

articles). Leading tug builder Sanmar

Operators Association, held a special

operations,” said its Chairman Cihan

attributed this to the weak forex

celebration to mark the anniversary

Ergenc, adding that offers from some

value of the Turkish Lira, coupled with

(pictured below), Chairman Hakan

15 software companies had been

the Turkish government’s policies

Çendik announcing KOSDER

evaluated in all.

prioritising exporters and other foreign

scholarship support to 100 students to mark the occasion.

The growing importance of Turkish

currency earners.

shipping on the international stage

Recent high-profile newbuilding

has been demonstrated by a number

orders at Turkish yards have included

surprised observers this year with

of developments this year, such as

a quartet of passenger vessels for

its resilience, bouncing back from

classification Türk Loydu’s accession to

Norwegian fjords operator Havila, as

the negative effect of two massive

membership of IACS (see later article)

well as a series of methanol dual-fuel

earthquakes that struck the southern

and Turkey’s joining the Institute of

CSOVs for Dutch offshore vessel owner

and central parts of the country

Chartered Shipbrokers’ (ICS) governing

Actu Marine, both at Tersan Shipyard.

(and northern and western Syria) in

body. Also, Columbia Group opened

February 2023. GDP rose by 3.8% in

an office in Istanbul, headed by

surprised many international

Q2, although economists expected

Capt. Ozgur Gunes, offering the full

observers in November when it

that growth to slow later in the year

spectrum of what the Group calls its

agreed a deal to take over Havvyard

as government measures to tackle

‘second party’ technical and crew

Leirvik yard in Norway, a move

inflation curbed consumer spending.

management services, while semi-liner

described by vendor group Eqva

One issue affecting Turkish

breakbulk operator Varamar likewise

ASA as signalling the Turkish yard’s

shipowners has been Russia’s ending

set up a branch in the Turkish capital.

“clear ambition to further strengthen

of the Black Sea Grain Initiative in mid-

But perhaps the biggest success

its position in Northern Europe

year, followed by incidents of vessels

story this year has been the continued

with Havyard Leirvik as a stepping

being damaged by collisions with

advance of Turkish shipyards, attracting

stone.” Watch this space. l

The national economy has also

Indeed, Tersan Shipyard

mines laid to deter vessels entering or leaving Ukraine. RoRo operators, including those importing cars, have also been impacted by severe congestion at Turkish ports, a situation that is hoped will ease with DP World’s taking over Evyap Port in Izmir.

Like ship operators around the world, Turkish owners are also facing the twin challenges of decarbonisation and digitalisation and to this end the Turkish Shipowners’ Association (TSA)

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Turkey Report

SHIPYARDS:

Expertise, experience and eco-credentials An exclusive SMI interview with Mr Murat Kıran, President of the Turkish Shipbuilders’ Association (GISBIR)

SMI) Please provide an introduction to GISBIR, the number of its member yards and size of workforce.

MK) The Turkish Shipbuilders’ Association (GISBIR) is

‘Having this background, our shipyards can offer a wide variety of vessel types and have proven their abilities by successfully delivering a number of ‘world firsts’ with some

one of the oldest non-governmental organisations (NGOs)

35% of output being eco-friendly and innovative ships.

in Türkiye established in 1971.

These include:

As a shipbuilding country with 600 years of experience,

•

The world’s first battery-powered fully electric tugboat

Türkiye has the oldest shipyard still under operation in the

(awarded Tug of the Year and the Green Apple)

world (Imperial Arsenal Shipyard). As of 2023, Türkiye has

•

The world’s first LNG-powered tugboat

85 active shipyards and GISBIR represents the vast majority

•

The world’s first remotely operated commercial ship,

of the industry. The shipbuilding industry has 35 floating

•

Battery, LNG and hybrid-driven ferries

docks and 11 dry docks, quite a extensive infrastructure for

•

The world’s largest zero emission ferry

repair and maintenance.

•

Zero emission 100% battery powered ferries with

The shipbuilding industry’s average workforce consists

autonomous functionality

of 85.000 direct shipyard employees as well as 200,000

•

employees who work for the supply chain of shipbuilding/

electricity onboard and supply to onshore grid, used for

repair/maintenance business.

mainly African countries

Maximum annual new shipbuilding capacity is 4.74

•

Powerships, a new innovative solution for generating

Offshore Supply Vessels powered by methanol and

million DWT and the maximum annual ship maintenance

MDO/HVO

and repair capacity is 26 million DWT.

•

GISBIR is a member of SEA Europe (The Shipyards’ &

Successful fitting of sulphur emission treatment

(‘scrubber’) and ballast water treatment systems.

Maritime Equipment Association of Europe) and the ASEF

•

In addition, Turkish yards are leaders in the production

Council (Active Shipbuilding Experts’ Federation), which

of fishing vessels, including the world’s largest live fish

are the umbrella organizations of the shipbuilding industry

carrier; high-tech naval vessels, including the largest ship in

in Europe and the Asia. GISBIR also is a member of the

the Turkish Naval Fleet; and are the third-largest builders of

Waterborne Technology Platform (ZEWT Partnership) for

yachts in the world.

involving EU maritime projects.

In conclusion, beyond the remarkable examples above, SMI) How many vessels of what type have GISBIR

Turkish shipyards employ modern technologies, are certified

members delivered this year and have on order?

to international standards, and are capable of building a

MK) The Turkish shipbuilding industry has shown

wide variety of different ship types. Among their areas of

remarkable development through the last two decades

specialisation are: oil and chemical tankers, bulk carriers

especially and is still evolving today with the new

and container ships, heavy lift vessels, multi-purpose ships,

demands of the maritime sector. This development is

platform support vessels, naval ships and coast guard boats,

supported by the know-how and experience gained over

tugboats, mega yachts & sailing yachts, fishing vessels, car

the past decades.

& passenger ferries, and power ships

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SMI) Can you please provide example of Turkish-

MK) The Turkish Shipbuilding Industry is fully aligned with

built reference vessels and international projects or

IMO and EU environmental goals and has wide experience

technology developments in which Turkish shipyards are

of the implementation of new technologies and fuel systems.

involved?

Some member shipyards have already carried out technology

MK) A few specific examples would be: •

pilots for EU-funded projects.

At the same time, such new requirements can also cause

‘From Zeetug to Zeeport’

GİSAŞ POWER, the world’s first zero-emission all-electric

unfair or unbalanced competition among countries. Some

tugboat, was commissioned by GİSAŞ in 2019, and today

countries may use governmental incentives that do not comply

provides pilotage and tugboat services at Tuzla Port located in

with WTO requirements or some countries may create market-

Tuzla shipyard region. GİSAŞ POWER was designed by Turkish

based mechanisms or huge R&D funding mechanisms to

naval architects and engineers constructed by a Turkish Shipyard

support their own maritime industries. In Türkiye, maritime

and awarded as Tug of the Year 2021 and as Green Apple in the

business is mainly managed by private and not state-owned

global market. As of 2023, GİSAŞ with its four zero emission tugs

owned companies so the private sector tries to deal with

is the biggest zero-emission tugboat fleet owner and manager

competitive issues using their own abilities, but in some cases, a

in the world. In addition, it plans to add two more zero-emission

Governmental Strategic Approach is crucial for the sustainability

tugs and electrify port handling equipment in order to become

of the industry.

As an example; although Türkiye as a candidate country for

‘The World’s First Zero Emission Port Operator’.

the EU can participate in some EU funds it cannot participate •

The EU-Funded H2020 Project ‘RESURGAM: Robotic Survey,

Repair and Agile Production for Shipyards’ With 13 partners. RESURGAM project aims at a decisive

in the EU Innovation Fund. This means Türkiye should find a solution in order to balance competitiveness whether by establishing a Turkish ETS Shipping mechanism or by

break-through with Friction Stir Welding (FSW) as a high-integrity,

negotiating EU policymakers about participating Innovation

low-distortion, environmentally friendly welding technique to be

Fund. We know that good strategy is a crucial element to

developed for steel, to facilitate the modular construction of ships

improve our industry and support progress.

across multiple yards, with final assembly at one master yard. It also aims to develop the process of underwater, robotic FSW

SMI) Are there any other issues that you would like to share

to allow repairs to be carried out on marine structures without

with the readers of SMI?

needing to bring ships or platforms ashore to a dry dock. The first

MK) As GISBIR, we attach great importance to the

demonstration of the new welding technique was carried out by a

promotion of our industry in international events. We also

GISBIR member shipyard.

participate in many exhibitions and conferences in EU, USA, Singapore etc. as well as organise events ourselves as a host

•

Digitalisation of shipyard worker training

organisation. For 2024, GISBIR will host the ASEF General

GISBIR is successfully finalising the EU-funded ‘Safe

Assembly, ASEF Forum, SEA Europe Board Meeting, Mare

Shipyards with Technology-Based Trainings’ project, in which we

Forum Istanbul and Superyacht Türkiye. We will be happy to

aim to digitise OHS training by LMS and Virtual Reality Modules.

meet all of our international partners in Istanbul.

SMI) Are there any particular challenges or new regulations impacting Turkish shipyards?

SMI) Thank you very much Mr Murat Kiran. l

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Turkey Report

Türk Loydu begins new era as proud member of IACS A special message from Lutfu Savaskan, General Manager, Türk Loydu AS, upon his company’s acceptance as a member of IACS.

I

n a groundbreaking stride towards the future, we are

fuels, and cybersecurity, we are at the forefront of shaping

thrilled to announce that Türk Loydu has officially joined

the marine landscape.

the esteemed International Association of Classification

The IACS affiliation isn’t merely a feather in our cap; it’s

Societies (IACS) as of November 1, 2023. This marks a

a seal of assurance and a pledge to international standards.

colossal leap for us, as a global powerhouse in Classification

Türk Loydu represents a commitment to safety, quality, and

and Conformity Assessment.

environmental sustainability for ship owners. Every vessel we

Since our inception in the vibrant city of Istanbul in 1962, Türk Loydu has not merely sailed; we’ve navigated the tides

classify proudly carries the stamp of recognition from a globally revered organization.

of innovation and excellence for over six remarkable decades.

Beyond the waves, Türk Loydu is not confined to maritime

Our journey has been one of continuous evolution, fostering

prowess alone. We are trailblazers in defence projects across

a diverse spectrum of services that include ship classification,

seven nations, with negotiations ongoing in three more. In

statutory services, certification of marine products, systems

the industrial arena, we’ve recently made significant strides

and personnel certification, industrial and risk assessments,

in energy projects, particularly in the dynamic field of nuclear

notified body activities, and a comprehensive range of

energy. Our footprint extends to the construction inspections of

certification services.

unique structures, bridges, and airports and active participation

As a proud member of IACS, Türk Loydu stands shoulder to shoulder with 11 other dynamic entities, collectively

in the aerospace industry.

Our membership in IACS is not the culmination; it’s the

safeguarding over 90% of the world’s cargo-carrying tonnage.

commencement of a new era. We are set to infuse more

Our commitment is unwavering - to ensure ships’ safety and

innovation and excellence into maritime safety, environmental

the seas’ purity. We share in the mission of IACS, upholding

protection, and sustainability. Our commitment isn’t just about

professional integrity and soaring to the highest standards.

quality processes; it’s about redefining industry standards,

Our journey to IACS membership was not just a procedural triumph but a commitment to global excellence. We earned our wings in 2022 with a ‘Compliance Certificate’ under the

ensuring a future where the maritime sector shines brightly and securely.

We are not just sailors; we are pioneers of a

rigorous ‘IACS Quality Management Certification System’,

maritime revolution. Turk Loydu’s journey with IACS is a

validated through audits by an accredited certification body.

testament to our unwavering dedication to safer seas and

Today, we stand tall, officially embraced by IACS.

boundless accomplishments. We extend our heartfelt

Horizons do not confine our vision; they span the seas

gratitude to our stakeholders, partners, and supporters.

and beyond. Türk Loydu is not just a symbol of reliability;

Join us as we embark on this thrilling voyage towards a

we are torchbearers of maritime evolution. From pioneering

future where the seas are safer, and our achievements

innovations in autonomous and unmanned maritime

know no bounds. Thank you for your unyielding support

vehicles to championing zero-emission ships, alternative

and trust in Turk Loydu. l 106 November/December 2023

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Turkey Report

Newport Shipping launches new venture at Cicek Shipyard

N

ewport Shipping is a UK-established company offering vessel management, design, construction and repair experience dating back to the 1960s.

Starting out with Cicek Shipyard in Tuzla, the company today has a collective of 15 yards around the world with 38 docks capable of handling approximately 2,500 repairs annually of all vessel classes and sizes.

Cicek Shipyard has undertaken projects for chemical/ oil tankers, bulk carriers, container vessels this year. One project of particular significance currently going through drydocking is chemical tanker Anuket Sapphire for Scottishbased Norbulk Shipping.

Erdal Turk, Sales Manager – LNG Retrofitting and Dry

design and construction company for newbuildings. Its first

Dock Projects, Newport Shipping, comments: “The vessel’s

project is an adaptable and hybrid-powered Crew Transfer

bottom plates have almost all have been thinned down. We

Vessel for the Offshore market, with the first units expected

are renewing the bottom plates with removing/adding keel

to be constructed at Cicek.

blocks and in order to reposition centre keel blocks, we are

Ingmar Loges, Founding Partner of NAV, comments:

planning to make intermediate undocking and re-docking

“This is a logical next step in our business approach. We

for her.”

cater for the ship repair and retrofit market, but at the heart

In an important development this year, Newport Shipping has launched new entity NAV, a naval architecture

of what we do is good engineering. For us it was a natural move to develop in this area.” l

Istanbul Marıne Turbıne welcomes Garrett partnershıp

E

stablished in 1992, Istanbul

links to the marine industry, all its service

Marine Turbine Service (IMTS)

engineers are from marine backgrounds

refurbishments can also be carried out

is the largest turbocharger

with oceangoing experience, including

under strict quality control. Capabiliities

service company in Turkiyë and

in senior roles such as chief engineer.

include shaft and blade repairs and

has the largest number of service

In addition to the marine sector, IMTS’

components such as oil pump and roller

engineers, capabilities and machine

business extends to other areas of

bearings reconditioning.

park. The company maintains a

turbocharger service management,

strong network of service locations,

such as power plant plant applications

a service centre for both Napier

both in Europe and stretching from

and power ships.

and KBB turbocharger and happily

The IMTS workhops are equipped

welcomes Garrett as a new partner

allowing around-the-clock support

to overhaul all types of turbochargers

starting from 2023 with engineers

to customers on a global basis.

from small size Garrett, KKK, Holset,

and technicians trained by those

North America to the Far East,

68

The company is authorised as

With its headquarters located in

IHI to large-scale turbochargers

OEMS. It is also certified supplier

Tuzla, IMTS has a convenient access

of KBB, Napier, Mitsubishi, MAN,

of genuine spare parts for those

to major shipyards at Tuzla and Yalova

and Accelleron (ex-ABB). Facilities

companies’ products, working to

bays, and the company has further

include all equipment needed for

provide proactive support for all

affiliate workshops in Izmir. With close

dynamic balancing and repairs;

equipment operators. l

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Turkey Report

Maritime Trainer pioneers digital crew ‘learning’

C

Readiness to use digital

rew training specialist Maritime

platforms clearly increased during

Trainer started up

the pandemic, advancing by around

operations at end 2013, initially

10 years in the space of three,

serving clients in its native Turkiye

Maritime Trainer believes. While

where it became market leader by

a firm believer in the benefits of

end-2021. Over the past 10 years

technology, it never loses sight of

it has continuously improved its

the human users and designs its

platform and content, and two

process and content in an interactive

years ago began marketing its

and blended way that is aligned

services globally, winning important

with their learning styles. It has

international reference clients suc

also developed various modules

identification. With the integration

such as Oldfendorff Carriers of

to measure the happiness of the

of cloud simulation technology,

Germany and Neptune Lines of

seafarers to let companies act

simulators are brought to the homes

Greece. Today it employs more

proactively to improve the situation.

of seafarers and allow them to learn

End goal. It says, is to provide a tool

from tutorials without an instructor

than 60 staff around the world, serving around 100 clients with

to transform teaching into learning,

using self-learning scenarios.

long-term contracts.

“which the new generation is very

They are also to create their own

familiar with, and an easy way to expand

scenarios for specific cases without

knowledge in a sustainable way.”

the need to ‘spend a fortune for the

The company’s founders, including MD Capt. Ozgur Alemdag (pictured),

Recent innovations on the Maritime

have maritime backgrounds and

Trainer platform include:

collective experience of maritime

simulator centre’.

In conclusion, Maritime Trainer thinks the industry is facing a huge

safety training and software totalling

- A proctoring system that the

more than 50 years. Its training experts

company has developed, powered

skills gap as it needs to adopt

are also ex-seafarers, and like all

by vision analytics, helped us make

advanced technologies and handle

other team members possess a sound

reliable remote assessments.

the challenges of decrabonisation,

understanding of the shipping industry

- A pronunciation evaluation

while seafarer sources are shifting

system that it started to implement

to undeveloped and developing

The company works to meet

in its Maritime English test that also

countries. Most of the standards

TMSA, OCIMF SIRE 2,0 and Rightship,

created a great value in measuring the

for safety and training are simply

also following industry best practices

pronunciation skills of seafarers. This

not ready for the new systems that

like Partner in Safety. In addition, it

technology can also enable seafarers

are starting to be implemented,

sees itself as pioneering different

to practice and improve their skills

it says, so there is a real need to

innovative developments on behalf of

themselves.

“work with platforms that enable the

and its needs.

the industry, acting like a ‘third-party

- VR-based serious games and

technology to expand knowledge in

digital academy for clients’. Indeed,

digital twin-based learning courses

the best way and close these gaps.

it views its close relationship with

giving a great opportunity to create

We do find ourselves in a very good

clients and constant attention to their

immersive learning experiences for

place to reply to these demands and

feedback and that of seafarers as a key

onboarding, emergency response,

assist shipping companies to comply

differentiator from its competitors.

operational training, and hazard

with competent seafarers.” l

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Classification Decarbonisation Now SMI looks at how classification societies are on the front foot when it comes to helping the maritime industry wean itself off fossil fuels.

PHOTO: BUREAU VERITAS

I

stricter targets set by the IMO this July, means the

published in November, found that high-income countries

shipping industry now needs to achieve a 20% reduction in

and leading demand sectors must move faster than

emissions by 2030 and net-zero emissions by or around 2050.

currently planned, reaching net zero earlier than stated

But faced with tough competition for greener fuels from

targets, for which immediate and permanent fossil fuel cuts

other sectors, this first 2030 target for maritime emissions

are necessary.

ncreasing regulatory pressure to decarbonise, including

already hangs in the balance.

A companion report Pathway to Net Zero Emissions,

“The 2020s marks the decisive decade for shipping,” commented Knut Ørbeck-Nilssen, CEO DNV Maritime.

That’s the finding of the latest edition of the DNV

“Securing greener fuel supply is critical. However, focusing

Maritime Forecast to 2050, launched in September, which

on fuels alone can distract us from making an impact

emphasises the need to consider all alternative approaches

this decade and ambitious future declarations are not

to reducing emissions and to take action now to secure

good enough. What we need is tangible actions that will

future success. To meet the anticipated demand of 17

reduce emissions. Energy efficiency measures can deliver

million tonnes of oil equivalent (Mtoe) annually by 2030, the

decarbonisation results now and towards 2030.”

maritime sector needs to access a staggering 30-40% of

The Maritime Forecast to 2050 presents an updated

the projected worldwide carbon- neutral fuel supply, it says.

look on a range of regulations and drivers for the

Shipowners must therefore focus beyond fuels, in particular

decarbonization of shipping, the most important being new

on what can be done now to achieve energy efficiencies and carbon emission reductions.

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IMO regulations, the inclusion of shipping in the European

Reducing shipping’s CO2 emissions to net zero

Union’s Emissions Trading Scheme (EU ETS) and incoming

will require the industry to harness the potential of

well-to-wake requirements. These regulations will increase

energy efficiency improvement technologies to reduce

the operational cost of using carbon fuels, incentivising

aggregate fuel consumption by 15% on the existing fleet

shipowners to put plans in place today to reduce their

and newbuildings.

At the same time, carbon capture will need to be rolled

carbon output.

Operational energy efficiency measures recommended

out across much of the fleet that uses fuel oil, reducing

by the report and available today include air lubrication

onboard CO2 emissions by 70%. Ships that cannot adopt

systems and wind assisted propulsion. The latter has already

carbon capture will need to switch to e-fuels and biofuels.

been installed on 28 large vessels, delivering fuel savings

Vessels with conventional single-fuel engines will still

of between 5-9% to date, it says, while the potential when

be constructed until well into the next decade. As a result,

retrofitted on existing ships can reach 25%.

widespread adoption of retrofitting of energy-saving

Other findings include that a fuel technology transition is already underway, with half the ordered tonnage capable

and carbon capture technologies will be required for the shipping industry to meet its targets.

of using liquefied natural gas (LNG), liquefied petroleum

The report also considers the obstacles and

gas (LPG), or methanol in dual-fuel engines, compared

opportunities for adoption of alternative fuels and the

to one third of the tonnage on order last year. For ships

actions shipowners must take in order to secure their

in operation, 6.5% of tonnage can now operate on

future fuel supply chain. Growing demand for higher

alternative fuels, compared to 5.5% last year. The uptake of

volumes of synthetic and green bunkers will be matched by

methanol and LPG is also starting to show in the statistics

competition for these fuels by other industry sectors.

together with the first hydrogen-fuelled newbuilds. There

As a result, it will be essential that shipping companies

are currently several ongoing demonstration projects for

demonstrate to fuel producers that sufficient demand exists

ammonia-fuelled ships, and a growing pipeline of ammonia-

to justify investment in production, pooling their buying

fuelled ships soon to hit the order book.

activity in order to secure sufficient volumes.

“Conversations around which alternative fuel will

Carbon capture, energy efficiency and green fuels

lead the market will continue, and we expect dominant

are the pathway to net zero by 2050 defined by the 2023

contenders to emerge over the next decade, but the best

Outlook, Beyond the Horizon: View of the Emerging Value

alternative fuel today is efficiency,” added Wiernicki.

Chains, published by ABS earlier this year.

The research from into shipping’s progress on the green

“The maritime industry continues to be shaped by extensive uncertainty, influenced by a changing regulatory framework

energy transition examines in depth the carbon, ammonia

and evolving boundary conditions of safety, fuel availability and

and hydrogen value chains and concludes that the industry

scalability and ship-to-port infrastructure,” he concluded.

The Lloyd’s Register Maritime Decarbonisation Hub’s

will need to accelerate investment in carbon capture technology, energy efficiency technologies and new fuels to

(LRMDH) latest update of its Zero Carbon Fuel Monitor,

achieve net zero by 2050.

which tracks technology, investment and community

“Our findings show there is a significant amount of work

readiness of prominent alternative fuels for the maritime

to be done between now and 2050 if we hope to hit net

energy transition, has found that technology progress across

zero,” commented Christopher J. Wiernicki, ABS Chairman

fuel supply chains is evident, especially for ammonia and

and CEO. “But crucially, our research shows it can be done,

green hydrogen.

Significant milestones have been achieved for ammonia

and maps out a pathway for the industry to get there.”

in 2023, with WinGD’s two stroke ammonia engine having received LR approval in principle as well as MAN Energy Solutions’ (MAN ES) successful completion of the first test engine running on ammonia. Green hydrogen production is also on the rise, and a bunkering license has now been granted in the Netherlands.

Overall, there has been an increase in readiness levels scattered across the key fuels and their supply chain stages, notably ammonia, methanol and hydrogen. A key factor is the success of government strategies for decarbonisation in driving land-side infrastructure expansion.

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Within the marine sector, a good example of his collaborative

These investments and support at government level have the potential to contribute to fuel availability, port

approach is the Approval in Principle recently awarded by RINA

infrastructure and regulatory advancements that will benefit

to a phased green retrofit package solution designed by naval

shipping. There has been an increase in national hydrogen

architects AURELIA, in partnership with Econowind, Wattlab

energy strategies worldwide, with major countries such

and Vertom. Initially designed for a Newcastlemax bulk carrier,

as the UK, China and India actively investing in renewable

the retrofit solution meets CO2 reduction targets in compliance

energy and land-side hydrogen infrastructure.

with CII (Carbon Intensity Indicator) based on five annual sailings

Separately, LR in November awarded the first Type

between Brazil and China.

The resulting solution proposes two investment steps

Approval for a dual-fuel hydrogen - to ‘BeHydro’, a joint venture between CMB.TECH and Anglo Belgian

for shipowners looking to comply with the CII index. The

Corporation (ABC).

first involves the installation of Solar Flatrack technology,

The Zero Carbon Fuel Monitor update also found

batteries, and the SafePlan software developed by HMC

that demand for biodiesel has increased, although long

(Hydrographic and Marine Consultants). The combination of

term availability of sustainable biofuel feedstock remains

such technologies will aim to reduce the hours in service of

uncertain. Efforts to cultivate third-generation feedstocks

the auxiliary engines. Any surplus energy not consumed by

(characterised by high yield and rapid growth rates) like

the vessel is used to charge the battery bank.

The second stage of investment for the Newcastlemax,

macroalgae are underway, which can be used for advanced

required by 2025, then includes the installation of six rigid,

biofuels production.

Amelia Hipwell, Decarbonisation Innovation Manager,

30m high sails to provide supporting wind propulsion, along

LRMDH, commented: “Shipping’s transition to zero

with switching from fossil to biofuels. Each deployed from

carbon fuels cannot be achieved through individual action

a standard 20ft container, the Econowind solution is also

or in isolation, and requires cross-sector collaboration,

deemed suitable for general cargo vessels.

transparency and knowledge-sharing across the shipping industry. Although technology readiness across the supply chain is increasing for key candidate fuels, significant barriers to adoption remain in terms of investment and community readiness. Hence the need for collective action across stakeholders in the industry to drive forward the transition.”

LRMDH and the Maritime and Port Authority of Singapore (MPA) also recently signed a Memorandum of Understanding (MoU) aimed at collaborating on a fleetspecific decarbonisation strategy and implementation plan for ‘The Silk Alliance’ – a cross-industry initiative to enable low- and zero-emission shipping across the Indian and Pacific Oceans on a series of ‘green’ corridors based around major transhipment and bunkering port Singapore.

Senior Director - Global Marine Commercial & Strategy of Italian classification RINA, Pino Spadafora, emphasised how maritime sectors must work together to enable the shipping industry to meet the challenges such as decarbonisation in a video interview recorded for London International Shipping Week 2023 in September.

Highlighting the importance of engaging with fellow shipping industry colleagues across many sectors, Mr Spadafora said: “We have to work together, there is no solo approach.”

He outlined how RINA is acting as an integrator to bring together industry colleagues from throughout shipping and taking a holistic approach encompassing information sharing. He also advised of the usefulness of gaining inspiration from best practices in other business sectors such as aviation.

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Meanwhile, Japanese class society ClassNK recently

The Japanese classification society also issued an

issued an Approval in Principle (AiP) for an ammonia and

AiP for a parcel layout concept for a hydrogen-fuelled

liquefied CO2 (LCO2) carrier which has been jointly developed

multi-purpose vessel developed by MOL, MOL Drybulk,

by Mitsubishi Shipbuilding Co., Ltd. and NYK Line.

Onomichi Dockyard, Kawasaki Heavy Industries and Japan

Ammonia is projected to be widely used as a source

Engine Corporation (J-ENG). This is believed to be the

of clean energy for decarbonization since it does not

world’s first AiP certification for a ship equipped with a large

emit CO2 when combusted, and is expected to be

low-speed two-stroke hydrogen-fuelled engine as the main

increasingly transported by sea, At the same time,

propulsion engine.

efforts toward carbon dioxide capture, utilisation, and

MOL and MOL Drybulk will be in charge of ownership

storage (CCUS), a process that either uses captured

and operation management of the vessel and Onomichi

CO2 as a resource or stores it in a stable underground

Dockyard will be in charge of the development and building

geological formation, are also progressing. The

of the vessel – for which J-ENG will supply the engine in

necessity of LCO2 carriers has been highlighted for

FY 2026 - and these companies will all cooperate on the

the efficient transport of captured CO2 to facilities for

demonstration operation expected to begin in FY 2027 and

utilization and storage sites.

be conducted for two years.

The ammonia and LCO2 carrier developed by Mitsubishi

Korean Register (KR) has signed a Memorandum of

Shipbuilding and NYK Line is designed to carry both

Understanding (MOU) with Ulsan Port Authority (UPA) to

ammonia and LCO2 safely and economically using the same

support methanol-fuelled ships and establish the South

carrier. This would enable operations such as transporting

Korean port as a low-carbon, eco-friendly energy hub. Both

ammonia to thermal power plants on the outbound route

organisations will now collaborate on regulatory reform,

and transporting CO2 emitted from thermal power plants to

deregulation of methanol-fuelled ships and methanol

storage sites on the return route.

bunkering, utilising independent tank terminals in Ulsan as methanol storage facilities, testing methanol bunkering at Ulsan port and building methanol supply infrastructure in

IMAGE: BUREAU VERITAS

Korean ports.

KR notes that a growing number of dual fuel methanol vessels are being ordered by international shipping companies, and in October 2022 South Korean shipping company KSS Marine took delivery of the country’s first methanol powered vessel, MV Savonetta Sun, a 50,000 dwt product tanker.

KR also recently signed a MOU with K Shipbuilding, Sunbo Industries and Dongsung Finetec to jointly develop a 12,000 m3 liquefied CO2 (LCO2) carrier design. As Carbon Capture, Utilization and Storage (CCUS) technologies become increasingly important as an aid to decarbonisation, the demand for LCO2 carriers to transport captured carbon dioxide by sea is expected to grow significantly, notes KR, which will verify the safety and suitability of the ship design in accordance with the classification rules and international conventions, ultimately granting Approval in Principle (AiP).

Separately, KR has granted an AiP for a 200,000 m3 ultra-large ammonia carrier with ammonia fuel developed

by Samsung hHavy Industries, as well as for a LCO2 cargo tank design developed by Hyundai Mipo Dockyard and HD Korea Shipbuilding & Offshore Engineering.

Indian Register of Shipping (IRS) hosted a Round Table discussion entitled ‘Seascape 2030 - Decarbonisation and the Human Element’ during London International Shipping Week 2023 (LISW23) in September, debating the critical issue of how the transition to a new fuel ecosystem and continuous technological evolution will impact the 106 November/December 2023

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Classification

future workforce. Also, an IRS Technical Seminar was held

China Classification Society (CCS) this October became

during LISW23 which again focused on Decarbonisation,

the first class society to sign an Agreement in Principle with

Alternative Fuels & the Human Element.

leading air lubrication technology specialist Silverstream

Arun Sharma, IRS Executive Chairman, said: “IRS is

Technologies, confirming that CCS has reviewed and

committed to innovation, sustainability, and collaboration

verified the Silverstream® System’s design drawings

within the maritime sector. Hosting these impactful

and providing an independent class verification of its

discussions during LISW reaffirms IRS as a leading voice in

generic system design. Furthermore, the organisations will

promoting responsible practices in shipping. IRS remains

collaborate on project-specific engagements and approvals

dedicated to driving positive change and encouraging the

for the integration of the Silverstream® System in ships

adoption of sustainable technologies and maintaining focus

classed by CCS.

on the aspect of human element during this transition.”

The AIP further strengthens Silverstream’s ties to the

One month earlier, IRS had secured an order for

Chinese shipping market. The company has an office and

providing classification services for six hybrid electric

team in Shanghai, 20 of whom are purely dedicated to on-

catamarans for the Inland Waterways Authority of India

the-ground support for Asian installations of its technology.

(IWAI). The vessels will be constructed at Hooghly Cochin

Noah Silberschmidt, Founder & CEO, Silverstream

Shipyard Ltd., Kolkata and are intended to carry up to 50

Technologies, said: “We are delighted to sign our first

passengers each. They will be propelled by electric motors

agreement of this style with a classification society,

powered by Lithium-Titanium Oxide (LTO) batteries – able

especially with CCS. CCS is one of the most influential

to be charged by onshore power when at berth – and diesel

class societies in the Chinese market, particularly for

generators, operating in a hybrid mode, providing electrical

intranational projects between Chinese shipowners and

power to propulsion motors and other ship systems. The

Chinese shipyards. Through this important agreement, we

vessels will be assigned the additional Class notation

look forward to further building our relationship with a key

‘BATTERY PROP’ which is assigned to vessels where the

industry player, and to continuing commercial success in

battery systems are used for ship propulsion and are in

Asia and worldwide.” l

accordance with the rule requirements.

Going with the wind

By Julien Boulland, Global Market Leader for Sustainable Shipping at Bureau Veritas Marine & Offshore

T

here is no doubt that wind propulsion systems

used, due to the heel induced by those systems. Another

have enormous potential to help decarbonise

requirement aims to ensure that any system placed in front

shipping, and we see a new generation of wind

of the ship doesn’t restrict visibility, to ensure compliance

propulsion solutions for the maritime sector emerging at

with current regulations.

Therefore, it is essential to have a holistic approach,

an impressive pace. In this era of fast-paced technology development, our role as a classification society is to

where we address the safety risks associated with wind

independently assess and validate new systems, ensuring

propulsion systems, the management of operations in

safety above all.

various environments, as well as the broader impact of the

Several safety aspects must be considered when installing wind propulsion systems on a ship, be it a

system on the ship’s structure and weight, and how it will interact with other systems on board.

The foundation for these assessments is our Rule Note

retrofit or a newbuild project. The ship’s stability, for instance, is a key consideration. Depending on its type

for Wind Propulsion Systems (NR 206). These dedicated

and characteristics, a ship’s stability profile may limit the

Rules serve as the key classification framework for wind-

conditions in which the wind propulsion system can be

assisted propulsion, outlining requirements for risk analysis

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French research body CRAIN’s suction wing design approved by BV

predictions for their fleets. The project’s objectives also include a review of the regulatory landscape to recommend improvements and clarifications, and the development of a basic performance prediction tool, to be used by participants.

Finally, BV contributes to a number of industry workshops to share knowledge and best practices relates to wind-assist technology. For example, the NORVENT project aims to carry out an inventory of the needs and approaches used to evaluate the performance of wind propulsion systems for ships. It constitutes the first step in harmonising evaluations in order to give strong credibility to

and hazard identification (HAZID)

specific risks that would enable

the results produced among users

studies, load cases and critical

detailed design and arrangement

of these services, an issue regularly

situations, automation and release

work to proceed.

raised by players in the sector.

systems, and ship strength and

In addition to working directly

This is where BV is a key ally

safety. Furthermore, BV is currently

with a number of developers of

for the industry, and where our

updating NR 206 to clarify the stability

wind propulsion technologies, BV

role goes far beyond just assessing

requirements for ships equipped with

participates in partnerships such

compliance. By developing

wind propulsion systems.

as the Joint Industry Project WiSP

common sets of standards that are

A recent example of BV’s

(Wind-Assisted Ship Propulsion),

recognised across the sector, we

work with the industry is our

which aims to improve methods

provide guidance that supports

partnership with Hyundai Heavy

for transparent performance

the developers of wind propulsion

Industries – Hyundai Global

prediction and use those methods

technologies, while giving

Service (HHI), TotalEnergies, and

to provide ship owners and

shipowners confidence in these

Mitsui O.S.K. Lines (MOL) on a

operators with fast low-cost

innovative solutions. l

joint development project (JDP) which validated the potential of wind assisted propulsion for a Very Large Crude Carrier (VLCC) and a LNG carrier. Focusing on three technologies, two of which were wing sails and one a rotor sail system, the project and the subsequent issuance of an Approval in Principle (AiP) demonstrated that all these systems are compatible with existing classification rules and regulations for VLCCs and LNG Carriers. This paved the way for more detailed work to address

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Ad Hoc

Columbia moves to a dynamic beat News and pictures reach us of the Columbia Group party held during Maritime Cyprus in mid-October, just as our last issue was going to press, where drummers from Limassol’s Batoukinio percussion group added exotic glamour to an impressive evening of top networking and socialising for more than 600 attendees.

In his welcome address, Columbia President and CEO Mark O’Neil said it was the people who worked in, and alongside, the Group, both ashore and at sea, that were the driving force behind its growth and success. Columbia was the first company to introduce a code of conduct for all its staff, he said, and was a leader behind the decision to create guiding principles for the global shipmanagement sector.

“Columbia has spent $1 million of its own money setting up sanctuaries in Romania and Poland for Ukrainian seafarers and their wives and children, and has invested an additional $500,000 in an international maritime rehabilitation centre, open to all in the industry to help trauma victims as a result of the Ukraine war,” he added.

And the future looks very rosy for the group, he concluded, as the company launches its own Columbia 2.0 programme to ensure it is fit for purpose for the next 5, 10, 15 and 20 years. l

ONE provides more clean water in Africa Global container shipping company Ocean Network Express (ONE) has joined forces with Project Maji, a non-profit safe water enterprise to launch another transformative water project providing sustainable access to safe drinking water.

Representatives from both organisations and the local community celebrated the successful installation of the MajiPlus system at an inauguration ceremony in Mwingi, Kitui County, Kenya. In early November. This followed on from the successful ONE sponsored Project Maji clean water system installed on the banks of the river Volta in Ghana in August.

“Our shared vision of clean water access for all is now a tangible reality for the communities we serve,” remarked Christian Goetz, Country Head of ONE Kenya. “This is just the beginning of what we can accomplish together.”

This partnership signifies ONE’s commitment to Sub-Saharan Africa, with their established offices in Ghana, Ivory Coast, Kenya, Nigeria, and South Africa, reinforcing its dedication to sustainable development and corporate social responsibility. l

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Onassis Prizes 2023 awarded at London’s Guildhall Three of the world’s leading academics were honoured for their work, in fields in which Aristotle Onassis also excelled, at a London white-tie gala dinner hosted by the Onassis Foundation in early November.

The Onassis Prizes were awarded to Professors Darrell Duffie, Marc Melitz, and Siri Pettersen Strandenes at the Banquet for their contributions and achievements in the fields of Finance, International Trade and Shipping respectively. The awards of $200,000 each are given every three years to academics of international range for the entire body of their work.

Prof. Siri Pettersen Strandenes of the Norwegian School of Economics [inset, top] paid tribute to the “challenging and inspiring exchange of thoughts and ideas with co-authors and colleagues” which had helped to the honour of wining this year’s Onassis Prize in Shipping.

“Now more than ever, we must focus on the importance of academia to tackle what lies ahead,” said Anthony S. Papadimitriou, President of the Onassis Foundation [inset, bottom].

Shipping industry luminaries attending the event included ex-P&O supremo Lord Stirling, member of the judging panel Prof. Costas Grammenos, Posidonia Exhibitions’ honorary chairman Themis Vokos and past Onassis Prize winner and regular SMI contributor Dr Martin Stopford. l

‘Global liner chiefs’ call at COP28 The CEOs of leading global shipping lines issued a joint declaration at the COP 28 climate conference in Dubai calling for an end date for fossil-only powered newbuilds and urging the IMO to create the regulatory conditions to accelerate the transition to green fuels.

The declaration was signed by (l to r) Vincent Clerc, CEO of A.P. Moller – Maersk; Rodolphe Saadé, Chairman and CEO of the CMA CGM Group; Rolf Habben Jansen, CEO of Hapag-Lloyd; Soren Toft, CEO of MSC Mediterranean Shipping Company; and Lasse Kristoffersen, President and CEO of Wallenius Wilhelmsen.

The CEOs called for the establishment of four regulatory ‘cornerstones’ to guide shipping’s decarbonisation, namely: an end date for new building of fossil fuel-only vessels and a clear GHG Intensity Standard; an effective GHG pricing mechanism to make green fuel competitive with black fuel; a vessel pooling option for GHG regulatory compliance where the performance of a group of vessels could count instead of only that of individual ships; and a Well-to-Wake or lifecycle GHG regulatory basis.

In an unprecedent action, these major players of the shipping industry expressed their shared conviction that regulation can play a key role in mitigating the cost of the green transition as well as the risk of extreme weather events. Given the cost of climate change is far greater than the cost of the green transition they look forward to being joined by other companies. l

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Analysis LPG carriers - booming markets in all sectors In this market update, SMI looks at the liquefied petroleum gas (LPG) carrier sector. By Ian Cochran

L

PG carriers come in different

countries and medium haul cross

of $1.48 mill per month, while

size ranges of which three are

trades, e.g. North Sea and Europe.

for a small 3,500 cu m coastal LPG carrier, rates were around

usually taken as benchmarks.

$303,000 per month.

These are - Handy Gas Carriers

Antwerp-based LPG carrier

(Handies), which are between 15,000 and 25,000 cu m capacity, Midsize

player EXMAR agreed, saying

of between 25,000 and 50,000 cu m

that VLGC spot rates remained at

capacity, and Very Large Gas Carriers

historical highs in the company’s

(VLGCs) of around 70,000 to 90,000

third quarter results presentation.

The high rates were supported

cu m capacity. There are also a few in

by an increase in US LPG

the 50,000 to 70,000 cu m range.

Handies are the most diverse

production and by China’s LPG imports to cater for the growing

between the Middle East and US to

number of propane hydrogenation

Asia. Most tend to be fully refrigerated.

(PDH) plants in the country.

In its regular sector update,

BW Gas also said that in the

Genoa-based broker Banchero

third quarter of this year, VLGC

Costa said that VLGC spot rates

voyage freight rates averaged

were ‘really excellent’ last year,

$61,800 per calendar day, or

especially in the second half and

$63,100 per available day, when

have remained firm thus far this

reporting its strongest quarterly

year.

results on record.

In September 2023, indicative

segment and include semi-

80

VLGCs are mainly employed on long haul trades, for example,

Into 2024, BW Gas said the

refrigerated, fully refrigerated and a

timecharter rates for a 72,000

market looked positive amid high

few larger pressurised vessels. They

cu m VLGC were in the region

volatility. The current energy price

can carry a wide range of cargoes,

level should encourage increased oil

such as ethylene, petrochemicals,

and gas exploration, which in turn

LPG and ammonia on short to

will drive steady LPG export growth

medium haul trades worldwide.

from the US and the Middle East.

Midsize vessels tend to be fully

Demand growth from new

refrigerated and transport ammonia

Chinese PDH plants, increased

or LPG on intra-regional routes,

use of LPG in the Asian residential

such as within the Americas, Asian

market, and the increase in Panama

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Analysis

Canal restrictions, are expected to underpin firm market fundamentals going forward, BW Gas said.

Expanding on the Panama Canal

the week ending 29 September,

Chinese economy may further

problems, Greek-based shipbroker,

the highest since rates were first

temper demand and rates in this

Xclusiv said that the current

published in 2016.

segment, EXMAR said.

As for coaster rates, Stealthgas’

unprecedented drought will be

The unpredictability of waiting

exacerbated by the El Niño effect.

for transits resulted in some vessels,

Harry Vafias, who owns 27 coastal

As a result, the Panama Canal

especially VLGCs, returning in ballast

LPG carriers, commented in the

Authority (ACP) is putting restrictions

from East Asia back to the US Gulf

company’s third quarter results:

on the number and size of ships

Coast via the Suez Canal, or around

“The market remains firm, as we are

transiting the Gatun Lake, the largest

the Cape of Good Hope, according to

entering the seasonally stronger

artificial lake feeding into the canal

ship tracking data, the EIA said.

winter months and is buoyant for the

system, due to a 41% reduction in

EXMAR also benefited from

larger sized vessels, in what we hope

rainfall, which has seriously affected

improving Midsize gas carrier rates on

will prove a well-timed diversification

water levels.

the back of the strong VLGC market.

of the fleet with the addition of

By 1 February 2024, the average

However, the demand and tonne/mile

larger sized vessels. We believe we

daily transits will have been reduced

for ammonia shipments were reduced

are well positioned to benefit from

to 18, way below the normal 31 ships

from last year’s strength, due to lower

strong markets.”

per day, and the maximum sustainable

natural gas prices.

The company recently upsized

In the Far East, China’s

to around 40,000 cu m (Midsize) in a

construction industry was under

joint venture, while still maintaining

to be curtailed, as only one vessel will

pressure affecting propylene demand

its large traditional small ship

be allowed go through the canal. This

for pressurised ships. The volatile

(coaster) fleet. l

capacity of 38-40 daily transits.

As a result, VLGC transits are likely

should provide a further optimism of firming VLGC spot rates.

“This will result in dramatic changes in seaborne gas and oil trading patterns, stretching the tonne/ mile picture in the process,” Xclusiv said in its report.

The US Energy Information Administration (EIA) also said VLGC rates had reached record highs, due to the Panama Canal delays.

VLGCs, which carry primarily propane (and, to a lesser extent, butane), on the Houston/Chiba (Japan) route, saw voyage rates reach $250 per tonne during

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81

Alternative Viewpoint Maritime law and the Master

By Michael Grey, MBE, is an internationally respected maritime commentator

T

he modern shipmaster must be a multi-skilled being,

the Regulation 7654, paragraph 34, sub-section C of the

with a growing list of important attributes. Progress-

appropriate local byelaws, which specifically prohibited

chaser, factory manager, owner’s representative,

your action”. Guilty as charged.

Maritime law and its multiple complexities will be

charterer’s go-to person, all-round technical expert, navigator, ship-handler, diplomat, seamanship supremo,

just one of the minefields faced by the master of a ship,

menu engineer, motivator, interpreter of contradictory

inevitably the person on the spot who will be blamed

instructions, receiver of “we fail to understand” messages,

by an authority for everything from an alleged pollution

the man (or woman) who carries the can – the list goes on

offence to a couple of tonnes of cargo which the consignee

for ever. And in addition to all these numerous skills, the

believes to be short-landed. Maybe the ship should carry

master must be, above all, a speed reader, to cope with the

its own lawyer, in these days of seemingly endless litigation

extraordinary wordage that arrives in the ship’s office every

and over-regulation, although the accommodation will

day, thanks to the facility of global communications.

be inadequate. You can argue that the P&I clubs do their

Just about the biggest book I ever had cause to review was a gigantic volume dedicated to Shipmasters’ Business,

best as an on-call substitute, when a ship is arrested or the master dragged ashore.

Best of all is to steer clear of legal problems, being

with vast and tortuous sections devoted to the legal problems that a shipmaster might encounter as part of the job. That

informed about them well in advance, although that is

was many years ago, but I recall that the author had taken the

asking a lot. Which is why the International Federation

trouble to enumerate the number of offences which could

of Ship Masters’ Associations has co-operated with the

land an unwary shipmaster in a custodial sentence or facing

International Chamber of Shipping to produce ‘The Master’s

an enormous fine. It seemed a stupendous number and

Practical Guide to Maritime Law’, recently launched at the

made me feel rather glad that I had come ashore. Doubtless,

IFSMA general assembly in Tokyo.

Compiled by a working group of experienced masters

a decade or so on, there will be many more frightful penalties for the unsuspecting. Just this month the European

and maritime lawyers drawn from the two organisations, the

Commission was busily resolving to increase a whole range

book is exactly what it says on the cover, namely a practical

of financial fines for various offenses in which ships can be

guide that will help serving masters navigate a range of

involved. They probably put it down to inflation.

common legal issues and pitfalls and help to protect the

Even the most diligent master must always have at

shipowner’s interests. It is no textbook, but a genuinely

the back of his or her mind the worry that there will be

useful source that will bridge the gap between theory and

some small print, somewhere in a legal document or

practice in a range of real-world situations.

regulation, which will leave them cruelly exposed before

Forewarned is forearmed, as people used to say,

some grim magistrate. “Were you not aware, Captain, of

although lawyers might use a more convoluted term. l

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Russia invests in Arctic corridor

By David Tinsley

P

ivotal to Russian transport logistics and resource development within the

country’s vast Arctic and subArctic regions, the Northern Sea Route (NSR) is the focus of a major, national investment drive encompassing infrastructure, navigation and hydrographic support, and icebreaker fleet renewal and expansion.

The NSR is Russia’s Arctic conduit for energy and metal exports, and was used by

the eastern end, and along the entire 5,600km length of

ships carrying 34 million tonnes (mt) of cargo in 2022.

the seaway. Natural gas producer Novatek is reportedly

Although the volume of westbound traffic and full

planning to implement all-year eastward voyages during the

international transits by foreign vessels have been hit

early stages of 2024.

by sanctions imposed since the escalation of Russian

Following on from the Yamal LNG project and its

aggression towards the Ukraine, the more arduous,

generation of export flows to Asia Pacific and European

environmentally hostile eastern passage has grown in

markets conveyed along the NSR by a 15-strong fleet of

importance and is seeing greater utilisation for Asian traffic.

173,000m3-capacity, Arc7 ice-class LNG tankers, seaway

This particularly applies to gas and oil shipments

traffic is set to be boosted further by the Arctic LNG2

from the Yamal and Gydan peninsulas, and certain other

development. China has a significant investment in

commodities from the Russian North, including coal and

Novatek-headed Arctic LNG2 both as a financial backer and

metal ores, bound to large parts of Asia which retain open

future customer, and has indicated that the scheme is on

trading links with Russia. Major industrial developments in

track for operational start by the end of 2023.

the Taimyr and Gydan regions, such as the Syradasayskoye

Located on the Gydan peninsula, Arctic LNG2

coal field and Rosneft’s huge Vostok Oil project, can be

is scheduled to reach its maximum output by 2026,

expected to feed further into the eastbound traffic.

producing an estimated 20mt of LNG per annum.

In fact, the NSR is opening a new window of opportunity

Deliveries will be made by way of the NSR using a new

for the development of Russian territories, and for the

fleet of Arc7 ice-class LNGCs, 15 of which are due to be

strengthening of trading relationships and partnerships with

produced by the Zvezda Shipbuilding Complex near

friendly countries. Year-round shipping to and from the Kara

Vladivostock, in the Russian Far East, with long-term

Sea region on the western section has become a reality,

charters also agreed on six further vessels contracted in

buoyed by the projects and fleet investments of enterprises

South Korea. The logistic network includes transhipment

such as Norilsk Nickel, Novatek and Gazprom Neft, and

terminals at Kamchatka for Asian cargoes and near

the goal now is regular Arctic access and egress through

Murmansk for European destinations.

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Technical

The NSR’s role in serving Russian energy exports

construction in St Petersburg of sixth and seventh examples

gained new dimension in August this year when the LNG

of the Project 22220 class to be operated by Rosatom

carrier Velikiy Novgorod transited the seaway with a cargo

subsidiary FSUE Atomflot. Also designated the LK-60

for China loaded at Gazprom’s Portovaya liquefaction

type, each of the 173-metre long vessels has a triple-screw

terminal on Russia’s Baltic coast. The gas shipment was

installation with a combined propulsive force of 60,000kW.

the first from a non-Arctic plant to be made via the NSR,

Baltiyskiy Zavod handed over first-of-class Arktika in

and presaged further such routeings, saving up to 10 days

2020. The design has the form and potency to overcome

relative to passage via Suez. Russia has outlined plans

solid ice up to 2.9 metres in thickness, while maintaining

to establish additional LNG outlets in both the Baltic

a speed of some 1.5 to two knots, opening channels and

and western Arctic regions and to build trade with Asian

escorting vessels, and capable of negotiating high ice

markets using the NSR.

ridges and recovering trapped ships. The dual-draught

The state’s commitment to the expansion of activity and

generation allows operation throughout the NSR regime,

capacity on the seaway is expressed at the highest level,

be it the most arduous, ice-infested eastern channels, or

from Putin himself, underscoring its enhanced, national

the shallow bights and estuaries along the Siberian fringe,

economic role and strategic importance. Russian authorities

including the Gulf of Ob and the Yenisei River to Dudinka.

claim that cargo shipments on the NSR are set to rise very

The power plant is based on two pressurised water

substantially from 2022 and 2023 levels to as much as 80mt

reactors, producing up to 350MW of thermal energy. Two

in 2024, and forecast that a figure of 200mt will be reached

main turbo generators each deliver 36MW of electrical

by 2031/2032.

power, and propulsive effect is achieved through three

Global warming manifested in the retreat of the Arctic ice plays to Russia’s advantage through the resulting

shaft lines and propellers driven in each case by a 20MW electric motor.

The second Project 22220/LK-60 atomic icebreaker,

extended navigation season along the eastern section of the NSR. However, the challenges presented to vessels

Sibir, was commissioned in December 2021, followed

and mariners undertaking such passages should not be

by sistership Ural towards the end of 2022. Fourth and

underestimated, and the entire system and its safe and

fifth newbuilds Yakutia and Chukotka are in hand at the

effective operation remains reliant on a powerful and

St Petersburg yard for scheduled deliveries in 2024 and

extensive fleet of icebreakers.

2026, while the two latest additions to the orderbook are

It is in such circumstances that nuclear power comes into its own, conferring the prolonged endurance factors as

expected to be ready by December 2028 and December 2030, respectively, as the Kamchatka and Sakhalin.

Current development of the fleet also encompasses a

well as the potency suited to harsh, remote regions where bunkering and support infrastructure is minimal or non-

vessel that will surpass all icebreakers worldwide in terms

existent. While diesel-electric designs figure substantially in

of power and performance. The 120MW Rossiya was laid

the renewal and expansion of Russian icebreaker capacity,

down at the Zvezda Shipbuilding Complex during July

investment in new generations of nuclear-powered vessels

2021 and is due for completion in June 2027. Giving first

for the Arctic is one of the most prominent features of the

form to the long-mooted Project 10610 Leader-class, it

country’s maritime endeavour.

is claimed that the 209-metre behemoth will be able to

The nuclear shipbuilding programme has been extended this year, through the authorising of funds for the

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navigate ice of 4.5-metre thickness, and have an openwater speed of 22 knots.

Issue 106 November/December 2023

Technical

The ship’s energy source will be two RITM-400 nuclear

bounded on each side by a 7.5MW Azipod azimuthing

reactors engineered and produced by the Rosatom

propulsion unit. The Azipods confer the ‘double-acting’

subsidiary JSC Afrikantov OKBM. The machinery outfit will

capability, enabling icebreaking and ice forcing running

include a steam turbine plant and four turbo generators of

either astern or bow-first.

37MW apiece, and an electric propulsion system whereby a

A further phase in the systematic development of the

30MW electric motor on each of four shaftlines will deliver a

NSR was signalled by the government’s recent presentation

maximum combined 120MW through four propellers. Long-

of a new infrastructure plan for the Arkhangelsk region.

term plans call for second and third ships of this remarkable

A primary objective is the extension of the capabilities of

class, tailored to the toughest operating scenarios in the

the White Sea port of Arkhangelsk, which handled some

Russian Arctic.

6.5mt of cargo in 2022, playing a key role in the shipment of

Complementing the commitment to nuclear propulsion

zinc and lead concentrates and other primary goods, and

technology, Rosmorport introduced one of the world’s

serving as an interface for industrial projects, including coal

most powerful non-nuclear icebreakers into Arctic service

and oil resource exploitation, in the Far North.

last year. Following a long-delayed construction process,

The port has recently gained an important addition

the diesel-electric Viktor Chernomyrdin was completed by

to its regular shipping services by way of a new, direct

Baltiyskiy Zavod at the end of 2020, and spent the 2021-

connection with Qingdao and other Chinese ports for

2022 icebreaking season in the Gulf of Finland, escorting

containerised goods. Using the eastern section of the

merchant ships to Vyborg, Vysotsk and Primorsk. The

NSR and the so-called North East passage, the line

decision to deploy the vessel to the NSR, and use the ship’s

was inaugurated in September by a 29,000dwt Chinese

dual-draught and ‘double-acting’ manoeuvrability to effect

vessel. It is understood that the service will include a

in both the seaway and shallow estuaries, led to ice trials

flow of wood products emanating from the forestry

being conducted in the Kara Sea, demonstrating the ability

industry in the Archangelsk region, and destined for

to negotiate ice up to two metres-thick.

China’s furniture makers.

Besides icebreaking and escorting, the Viktor

China’s emergence as a burgeoning buyer of Russian

Chernomyrdin is equipped for emergency towing, search

hydrocarbon resources is a boon to Russian economic

and rescue, oil spill response, and offshore construction, and

resilience and the NSR conduit, and a recent agreement

is also certificated for passenger carrying on Arctic cruises.

on Russian training of Indian merchant marine seafarers

The vessel is of the Project 22600 type, known as the LK-25

for navigation on the Arctic seaway is also indicative of

class, embodying a hybrid-type propulsion configuration

relationships that are being built elsewhere in the face

using a 10MW electric motor driving a centreline propeller,

of sanctions. l

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Navigation Data is our new North Star

By Charlie Fardon, Head of Sustainability, UK Hydrographic Office

F

or centuries, seafarers navigated the oceans using

With more granular geographical information, we

the stars. However, in recent years, data has

can now chart shorter and more efficient routes. Shorter

become our new north star with mariners now

journeys translate to reduced fuel consumption and,

relying on a sophisticated network of sensors, satellite

consequently, fewer emissions – a game changer in the

GPS and radar systems, weather forecasts, and real-time

journey to decarbonise. Not only can we chart more

voyage data as navigational aids.

efficient ‘base’ routes, the integration of data analytics and

The role of data in the maritime industry has become

machine-learning algorithms enables shipping companies

increasingly significant, particularly in the context of

to identify live route adjustments based on changing

decarbonisation efforts. But an industry powered by

weather conditions.

alternative fuels is still some way off, meaning shipping

Projects focused on voyage optimisation, such as

must find immediate solutions to meet its ambitious

Blue Visby, are also essential in our efforts to achieve our

sustainability targets. Many companies have turned to

sustainability targets. The Blue Visby Consortium harnesses

digitalisation to develop emission-saving technology,

data, including navigational, to optimise a vessels arrival

leading to skyrocketing demand for software solutions.

time at the port. By optimising the time vessels arrive in

In the challenge to reduce emissions, navigational data

ports and formalising the process through contractual

is playing a pivotal role. Established navigational routes have

agreements, we can eliminate the wasteful ‘sail fast then

long been unquestioned, with vessels taking tried and tested

wait’ practice. Vessels will no longer have to sail full

routes to get from point A to B. But failing to question the

steam ahead as they have the security of knowing they

efficiency of these routes is a dated perspective that could

have an allocated slot at the port. Thus, allowing them to

become widely accepted if left unchallenged.

implement voyage optimisation solutions that help reduce

Today, we possess in-depth data about our oceans, giving mariners an authoritative view of their surroundings.

While this information is primarily used to ensure safety,

emissions, fuels, and costs. This green solution would not be possible without in-depth navigational detail.

Data has become our new ‘North Star’ in navigating the

pigeonholing its capability is a missed opportunity.

maritime industry’s future. By harnessing the full potential of

Advanced surveying tools that we now have at our disposal

navigational data, we can chart a course towards sustainability,

provide unprecedented knowledge about the oceans

fostering a cleaner, more efficient maritime sector. l

and seabed topography. This information is a vastly underutilised resource.

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Clean Seas Air lubrication can help mitigate underwater radiated noise Dr Arno Dubois, Lead Hydrodynamicist at Silverstream Technologies, discusses the importance of underwater radiated noise (URN) as an issue and a possible way to help mitigate it.

T

here has recently been an increase in focus on

in the form of an air bubble mixture around the hull, for

minimising URN from shipping. At MEPC 80 in July

example as generated by an air lubrication system, will

2023, the IMO adopted new guidelines for the reduction

significantly attenuate the transmission of noise from the

of URN from the global merchant fleet. The guidelines came

ship into the sea environment… the presence of air in the

into effect on 1 August 2023 and included updated technical

propeller disc as introduced by an air lubrication system,

knowledge, standards and recommendations.

rather than negatively affecting performance, attenuates

In a sign of just how key this challenge is to the shipping industry, the IMO highlighted ‘UN Sustainable Development Goal 14: Life Below Water’ as a priority in its recent World

higher harmonics of radiated pressure spectrum emitted by cavitating propeller.”

The whitepaper’s findings are in line with the offshore

Maritime Day theme and recognised the importance of

and defence industries’ research too. As outlined by

reducing URN to conserving the marine ecosystem.

Professor Carlton, “systems of air bubbles are used in

URN is an issue that must be tackled because it has a

offshore engineering works such as piling operations to

harmful impact on the critical life functions of a wide range of

limit the propagation of noise into the underwater marine

marine life. Whales, dolphins and millions of other underwater

environment. The use of air curtains also finds application in

species rely on sound for communication, navigation and

military ships where air is used to form an air-bubble screen

hunting, which URN from ships can interfere with.

around the hull of the ship, reducing the transmission of

There is an increasing body of research into minimising URN. A recent whitepaper titled ‘Ship Hull Air Lubrication:

machinery noise to the surrounding waters.”

The bottom line is that two of the biggest priorities for

Aspects of Cavitation, Underwater Radiated Noise and

the IMO are reducing shipping emissions and minimising

Propulsion’ conducted by Professor John Carlton – fellow of

the impact of shipping on the marine ecosystem. Thankfully,

the Royal Academy of Engineering and Professor of Marine

the industry now has increasing access to solutions that can

Engineering at University of London – has analysed how air

address both challenges at once, tremendously reducing

bubbles can potentially reduce URN.

our impact on the oceans on which we all rely. l

It is Silverstream’s interpretation, based on the whitepaper’s findings, that the Silverstream® System reduces URN emissions both from the hull and the propeller. There appears to be a masking effect on the noise emitted from ships that is caused by the bubble carpet an air lubrication system produces. Meanwhile, the noise levels generated by the propeller can be significantly reduced through the cushioning effect of emitted pressure pulses by air introduced through the air lubrication system.

Writing about reducing hull and propellor noise, in his own words Professor Carlton states: “the presence of air

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Objects of Desire » Pen art With its homage to Vincent van Gogh Limited Edition 888, Montblanc celebrates one of the most popular painters of the late 19th century with possibly one of the most expensive pens around! This unique masterpiece emphasises his time in Saint-Rémy-de-Provence and Auvers-sur-Oise, with a design reflecting the Provencal skies and one of his most famous paintings, the ‘Wheatfield with Crows’. The engraved 1889 on the barrel ring, next to Vincent’s signature in blue lacquer, commemorates the year when he moved to Saint-Rémy. Vincent Van Gogh created impressions near the asylum where he lived, marking his maturity as an artist. The provincial blue skies and wheatfields are reflected in translucent lacquer inlays on the fountain pen.

Montblanc Masters of Art Limited Edition 888

£8,600.00 montblanc.com

» Sensory experience Don’t miss out on a creative master chocolatier working with the freshest ingredients and creating memorable moments of joy.

Läderach chocolate are delightful Swiss-made treats to ensure a sensory experience of the most authentic chocolates and textures.

Freshly made in Switzerland, and handcrafted with premium quality ingredients creating some of the finest tasting chocolate in the world. Visit shops in Switzerland and Germany or shop online where the selection will leave you salivating.

Chocolate selection From about £15 to £270 laderach.com

» From desert to super-city Dubai’s not for everyone but its ascension from desert to a modern super-city within 50 years has to be witnessed. Born from oil riches into gravity-defying skyscrapers, man-made land masses, and a slew of state-of-the-art hotels including the Burj al Arab, considered the world’s most expensive. Those staying in one of the royal suites are privy to not one, but two jacuzzis, and an entryway decked out in marble and gold, all for a starting price of $9,000 per night. Atlantis the Palm, meanwhile, has hosted celebrities from Michael Jackson to Kim Kardashian, and the ‘underwater’ suites have floor-to-ceiling windows peering into a three-million-gallon aquarium.

Time perhaps for a well-earned visit?

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Objects of Desire

» Striking skis As if designer gear couldn’t get flashier, check out these bold designer skis to accompany the Louis Vuitton’s Winter Resort skiwear.

The Monogram Stripe Skis combine an iconic house signature with high-level performance. Meticulously handcrafted in poplar, beechwood, fibreglass and steel, they feature the historic monogram pattern in a rich blue accented by bright red and white stripes making anyone on these, eye-catching on the slopes. Handmade. Bindings included. Limited edition of 200. W 12.5 x L 168 x D 5 cm/W 4.9 x L 66.1 x D 2 inches.

Monogram Stripe Skis £6,700.00 uk.louisvuitton.com

» Luxury at its best Zeelander is a high-end boutique yacht brand specializing in sports cruisers up to 66 feet. Each is made to order at the company’s state-of-the-art facility in the Netherlands. Limited yearly production ensures each vessel is crafted with exclusive care and attention, delivering a timeless work of art that embodies Zeelander’s rich heritage and contemporary style. Whisper in the wind, a sensual soul, The Zeelander 6 has all the ingredients for the most intimate weekend getaway, with a masterful layout and most elegant design.

9ft, SPEED40kt, depending on choice of engine.

Zeelander 6 $1million new zeelander.com

» Tabletop casino This burl wood design roulette set by Philos brings the luxury of the casino to your home, featured in a stunning display case, the set includes everything you need for a night of friendly gambling. Opening the lid reveals a mahogany toned surround for a single zero wheel, given a smooth spin with the golden handle. The 200 chips, balls and money rake are housed in a convenient front drawer with delicate golden handles. Finish with a personalised message on a front brass plate for a most wonderful gift. Game size: 385 x 385 x 188mm. Includes a chip rake, two metal balls, 200 roulette chips. Materials: MDF, acrylic, felt, metal.

Roulette Set in Display Case £295 farrar-tanner.co.uk

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Review

New Year’s Eve, Sydney, Australia Sydney fireworks For a spectacular New Year spend it in Sydney celebrating 2024! It’s one of the largest free public events in the world and spans six kilometres (four miles) of Sydney Harbour and the Harbour Bridge, providing the perfect vantage point from which to view the 80,000 fireworks that are set off during an amazing show. The warm evenings during December also make this a much more pleasant viewing experience.

The Sea of Troubles Saqi Books, ISBN: 9780863569500 Ian Rutledge In the mid-eighteenth century most of the Mediterranean coastline was controlled by the Ottoman Empire, a vast Islamic power regarded by Christian Europe with awe and fear. By the end of the First World War, this great civilisation had been completely subjugated, and its territories occupied by European powers. Sea of Troubles is the definitive account of the European conquest of the Levant and North Africa over three centuries. Ian Rutledge reveals the intense imperial rivalry between six European powers, Britain, France, Italy, Spain, Austria-Hungary and Russia - who all jostled for control of the trade, lands and wealth of the Islamic Mediterranean. The competition between these states made their conquest more difficult than any they’d ever encountered. Yet, as new contenders entered the contest, and as rivalries intensified in the early twentieth century, events would spiral out of control as the continent headed towards the First World War.

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

Destination Cuba

Paris Icon louvre.fr

The Malecón, Havana’s evocative 7km-long sea drive, is one of the city’s most soulful and quintessentially Cuban thoroughfares and a favoured meeting place for lovers, philosophers, poets, traveling minstrels, fishers and Florida-gazers. The Malecón’s atmosphere is most potent at sunset, when the weak yellow light from creamy Vedado filters like a dim torch onto the buildings of Centro Habana, lending their dilapidated facades a distinctly romantic quality. A salubrious oceanside boulevard since the 1900s for Havana’s middle classes, the Malecón expanded rapidly eastward in the century’s first decade, with a mishmash of architecture that mixed sturdy neoclassicism with whimsical art nouveau. By the 1920s the road had reached the outer limits of Vedado, and by the early 1950s it had metamorphosed into a busy six-lane highway that carried streams of wave-dodging Buicks and Chevrolets from the grey hulk of the Castillo de San Salvador de la Punta to the borders of Miramar.

Experience the world’s most

Today the Malecón remains Havana’s most authentic open-air theatre,

visited art museum, with 10.1

sometimes dubbed ‘the world’s longest sofa,’ where the whole city comes to

million people passing through

meet, greet, date and debate. With so many places to experience it’s hard to

the iconic pyramid in 2018.

narrow it down, but start here and it can only get better from there on.

A city within a city, and a vast, multi-level maze of galleries, passageways, staircases and escalators. It’s also the largest art

Tea Culture

museum in the world, at 72,735

Yi Feng Galleria, 99 East Beijing Road, Huangpu, Shanghai, China Ritzcarlton.com

metres squared (about the size

You can tell from its name that

modified and added to from

the restaurant is serious about the

one century to another. With

national beverage, given these are the

35,000 works of art and artefacts

professional tea masters that brew the

on show, it’s split into eight

perfect cup using top quality loose

departments and housed across

leaves and natural spring water. As for

three wings. The main attraction

the food, the chef hails from Guangdong

here is painting and sculpture,

and displays his skills in signatures like Huai Yang-style marinated squab in

from ancient statues to modern

herb-infused brine, and braised yellow croaker with rice cake. Double-boiled

masterpieces. Check online as

oxtail soup with whelk is a health tonic that tastes superb. For reservations call

to which days are showing

+86 21 6333 0383 1 Michelin Star.

what exhibitions.

of ten football pitches). Famous for its glorious art including the Mona Lisa, the Louvre is also a collection of masterpieces

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Lifestyle Stylish Toyota sports car with BMW input offers best of both worlds

By Rob Auchterlonie

C

ONTRARY to popular belief, not

Z4 so there are inevitable similarities,

everyone wants to drive around

particularly with BMW’s excellent

in SUVs. So thank goodness there

i-system, but Supra’s unique styling sets

are still manufacturers who are prepared

it apart – the view via the door mirrors

to take a punt and have a true two-seater

of the bulbous sculpted haunches that

sports car on offer, as well as the usual

curve over the rear of the car are styling

fare, in their sales brochures.

perfection, and the view forward over the bonnet isn’t too shabby either.

Take a bow, Toyota.

Like every version that has gone

So, a car you’re likely to be swayed

before it – and there have been a few –

by the looks of and the anticipation of

Toyota’s GR Supra hit the streets with a

a bit of fun. There’s an auto option but

hefty six cylinder petrol engine shoving

sampled here is the 335 bhp 3.0 litre six

the power to the rear wheels.

cylinder mated to a good old six speed

Those who are happy to sit as low as a

manual box.

rattlesnake’s wotsits and glance out the side

There’s a distinctive bark as you head

window to get a look at the door handle of

towards the upper echelons of the engine

the SUV in the traffic queue beside you will

revolutions, accompanied by a chorus of

surely love it.

pops and crackles when you ease off the

There’s also a milder 2.0 litre version

accelerator.

and while both look the same, the telltale

An auto box is available but opt for

is the red Supra badge on the rear of the

the six speed manual. That set-up makes

more interesting one.

it a bit more rewarding than some and

It’s a bit closer to Germany than

quick, smooth gearchanges require a

Japan though – the development

higher degree of concentration than is

costs were shared with BMW for their

the norm. There’s a definite gate that

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Lifestyle

demands a degree of precision when shifting, as well as a clutch that liked to be pushed to the extent of its travel, but get it all in sync and there’s a sense of a job well done.

Old school, and while it might take a trip or two to perfect, it’s worth the effort.

Sporty steering with a decent level of precision and strong brakes are box tickers, and while the average road where we live contains more holes than a chunk of Gruyere – and consequently has the ability to make the Supra shudder over

Toyota GR Supra Price: £54,630 Engine: 3.0 litre, six cylinder, petrol Power: 335bhp Torque: 369lb/ft Transmission: six speed manual Top speed: 155mp (limited) 0-62mph: 4.6 seconds Economy: 32mpg CO2 emissions: 198g/km

the worst of them - find a piece of decent smooth blacktop and limited-slip differential is standard on

and side bolsters so the ideal position

all models, and while it helps you get

isn’t too hard to find. The sculpted

normal conversation in the cabin, but

the power down on the road, the

roof helps with headroom, and with

on poor surfaces the road noise from

GR Supra has a tendency to break

all round visibility short on supply the

the tyres builds to the point that even

traction, partly due to the weight of

rear view camera is something you

the radio struggles a bit, despite the

the engine sitting up front.

can’t do without.

progress is relatively serene.

In the main you can have a fairly

10 speakers dotted around the cabin.

An electronically controlled

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You sit low in supportive seats that have adjustable lumbar support

Issue 106 November/December 2023

Loads of standard kit – and loads of appeal. l