SHIP MANAGEMENT INTERNATIONAL ISSUE 108

55

Cover Story

ISSUE 108 MARCH/APRIL 2024 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

Greening of the Greek fleet

STRAIGHT TALK 8 – Shipping and the art of risk

FIRST PERSON

management

NOTEBOOK 10 – Baltic Exchange adds investor indices

11 – INTERCARGO and RightShip

launch independent Dry Bulk Centre of Excellence

12 – MMS advocates gender-

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Scan QR code and fill in your details to receive.

inclusive onboard health support 14 – Maritime Authority of Jamaica’s Rear Admiral (Ret’d) Peter Brady takes well-earned retirement 16 – BSM launches Smart Academy programme

25 – Harry Vafias,

Head of the Vafias Group

HOW I WORK

19 – Swedish Club widens enhanced PEME programme

20 – ITIC: Storms ahead for ship

management sector as FuelEU likely to repeat EU ETS mistakes

INTERMANAGER OUTLOOK 22 – Capt.

28 – Eline Muller,

Co-owner Muller Maritime Group and a senior executive at Multraship Towage & Salvage

Kuba Szymanski, It’s time to end this unjust criminalisation of seafarers Issue 108 March/April 2024

Ship Management International

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SHIP MANAGEMENT INTERNATIONAL – ISSUE 108 MARCH/APRIL 2024 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

DISPATCHES 31 – Maritime risk management

EDUCATION 50 – BLUE BOARD LEADERSHIP

PROGRAM: Boosting the prowess of maritime directors amid uncertain times

services in growing demand

REGIONAL FOCUS 55 – Greece Report CREW WELFARE 34 – Seafarers ‘should have access to regular health checks at sea’

68 – Cyprus Report

36 – Seachef Hospitality Services: 30 years of keeping seafarers happy and healthy

Baltimore bridge accident

ANALYSIS 80 – Products tanker trade

MARITIME SAFETY 40 – Safety first:

complex and dynamic

a collaborative approach

42 – Safety is not just a product,

ALTERNATIVE VIEWPOINT 82 – Michael Grey MBE,

it’s an ongoing process

DECARBONISATION 44 – How onboard Carbon

Seafarers collateral damage once again

Capture & Storage can help drive shipping’s decarbonisation

46 – Energy transition requires

‘finding efficiency in all the right places’

weapon when it comes to decarbonisation

87 – Test results for future fuels INNOVATION 88 – Digital adoption requires a customer-centric approach

90 – Innovation & regulation: which is driving which?

DIGITALISATION 92 – Smart leadership - NAVTOR’s quest AD HOC 78 – Our regular diary section

P&I and LAW 38 – Insurance implications of

LUBES 86 – Lube oils: shipping’s secret

for a holistic digital ecosystem

NAVIGATION 96 – Making waves in autonomy OBJECTS OF DESIRE 98 – Our pick of the most coveted creations

REVIEW 100 – Bringing you the best in

arts & culture

TECHNICAL 83 – Building for a new era in cable laying

LIFESTYLE 102 – Motors: Audi e-tron

GT quattro

Next issue The May/June issue of Ship Management International magazine (SMI 109) wiil focus on the fast-growing maritime centres and nations of the Middle East, namely Dubai & UAE and Saudi Arabia.

There will also be a country report on Singapore, resuming its progress in becoming a hub for innovation and the supply of alternative marine fuels, as well as a focus on the Shiprepair industry and Smart Technology & AI. 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 108 March/April 2024

The shipping business magazine for today’s global ship owners and ship managers March April 2024

|

Issue 108

STRAIGHT TALK Connect with us /ShipManInter

Visit our website www.shipmanagementinternational.com

Join the debate @ShipManInter

Download our App Ship Management International

Shipping and the art of risk management

N

ot so long ago it was

A latest ‘black swan’ event for the

While the exact cause(s) of the

often lamented within

smooth conduct of seaborne trade

accident remain under investigation, it is

industry circles that

attracting global media coverage

interesting to note a comment from the

shipping rarely attracted attention

has been the collapse of Baltimore’s

introduction to DNV’s 2022 publication

in the mainstream media and then

Francis Scott Key Bridge following

‘Managing the Risks of Blackout’ that the

only to berate its environmental

impact by containership Dali,

incidence of such failures – which it says

performance in terms of either oil

leading to the tragic deaths of six

can ‘often’ be attributed to the growing

spills or harmful emissions.

maintenance personnel working on

level of complexity and integration

the bridge and temporary disruption

of onboard systems, for example for

of US East Coast trade.

emissions reduction and improved vessel

That situation seems to have changed from the 2020 lockdowns

efficiency - “has become an increasing

onwards, with widespread recognition

Apart from the civil engineering

of the important role played by shipping

issue of how a bridge can collapse so

and its seafarers. This was heightened by

quickly and catastrophically, it remains

ensuing events that led to global supply

worrying how a relatively modern

increasing frequency of global trade

chain disruptions such as the Ever Given’s

(2015-built) containership can suffer

disruptions and the challenges of the

blocking of the Suez Canal, Ukraine-

what appears to have been a complete

green energy transition, safety remains of

Russia conflict, Panama Canal water

power outage at what proved to be

paramount importance in shipping and

shortages, and the Red Sea crisis.

such a critical time.

the sea a highly dangerous place. l

Published by

Sales Enquiries Julian Berry Editorial Bob Jaques

Finance Lorraine Kimble

concern for the whole industry.”

In short, amid what seems an

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Phone: +44 (0) 1296 682 051 Email:jberry@elaboratecomms.com Phone: +44 (0) 1296 682 089 Email: editorial@elaboratecomms.com Email: bjaques@elaboratecomms.com

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

Motoring Journalist: Technical Editor:

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

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

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

Notebook Baltic Exchange adds investor indices

Baltic Exchange’s new suite of investor indices offer shipping players and investors a clear view of data relevant to vessel investment

S

uccessfully investing in shipping is all about

Carrier (VLCC), Aframax, Suezmax and Medium Range (MR)

timing. With cyclical freight rates moving between

vessels. There are plans in place to include gas carrier assets

trough, recovery, peak and collapse, knowing

to the service at a later date.

when it’s the right time to invest in shipping or exit the

data suite that allows people to make more informed

from global trade demand, timecharter rates and

decisions when investing in shipping,” said Mark Jackson,

forecasts, market sentiment, fleet renewal, regulatory

Chief Executive Officer of the Baltic Exchange.

requirements, and newbuilding and second-hand prices.

Ships are also depreciating assets, with a working

“It is an easy access point to the range of data suites the Baltic Exchange offers,” he added.

life of anywhere between 10 and 30 years. Deciding on

OPEX assessments by the Baltic Exchange are a

whether to scrap a vessel early, extend their lives or sell is

crucial dataset for managers. This index is broken down

dependent on the owner’s view of future returns from the

into crewing, insurance and technical costs, with the latter

freight market against scrap prices, operating costs and

accounting for stores, repairs, expenses and management

asset values.

fees. While the indices also include dry docking costs,

In a bid to boost the amount of available market data to shipping companies and investors, Baltic Exchange has recently enhanced its data product range with a suite of

these numbers are amortised over five years and published separately so do not contribute to the assessment.

To ensure the index is as valid as possible, the Baltic

investor indices beyond its traditional shipping market

Exchange partners with a number of leading third-

indexes, such as the Baltic Dry Index (BDI), to give lenders,

party ship managers (Anglo-Eastern, BSM, Columbia

funds and other shipping industry backers a clear view of

Shipmanagement, Synergy, Fleet Management, and

data relevant to vessel investment.

V.Group) that collectively provide technical management

Baltic Exchange’s Investor Indices (BII) offer a snapshot

services to more than 2,600 vessels, including bulkers and

of the financial prospects of dry bulk carriers and tankers,

tankers, as well as a broad range of other vessel types to

enabling shipping players, as well as investors and traders

add context to their assessments.

with exposure to oceangoing freight rates or asset values,

To compliment the datasets, Baltic Exchange also

a clearer picture about when to enter and exit the markets.

publishes quarterly papers that analyses the trends and

This available dataset is crucial in an era of high volatility,

impacts on asset values and freight rates as showcased

particularly amidst instability in both the Red Sea and the

by the BII from global maritime shipping capital structure

Panama Canal that is causing major rerouting for hundreds

consultancy Zuoz Industrial principal Urs Dür.

Understanding the fluctuating value of assets and

of commercial vessels.

The BII is an easy-to-use dashboard displaying data

10

“The Baltic Exchange Investor Indices offer a simple

market entirely is driven by a complex range of factors,

the various aspects that can impact vessel profitability

relevant to vessel investment decisions, residual value,

is vital for shipping players looking for a return on

health of earnings, spot and five-year timecharter earnings;

their investment. With volatility set to continue for the

purchase and recycling values; and running costs. They

foreseeable future in key shipping regions, ship managers

offer a high level of clarity and transparency for shipping

and institutional investors can now access more datasets

players and investors in the dry bulk sector, including for

from Baltic Exchange to improve decision making,

Capesize, Panamax, Supramax and Handysize vessel types,

brought by the world’s most trusted provider of maritime

and the tanker market, specifically for Very Large Crude

data and market information. l

Ship Management International

Issue 108 March/April 2024

Notebook

INTERCARGO and RightShip launch independent Dry Bulk Centre of Excellence

I

NTERCARGO, the International Association of Dry Cargo Shipowners, and RightShip, the leading global ESG focused digital maritime platform, have proudly

launched the Dry Bulk Centre of Excellence (DBCE), an independent, not-for-profit industry organisation dedicated to the administration of the Dry Bulk Management Standard (DryBMS) framework.

DryBMS was developed by INTERCARGO and RightShip, with input from experts and stakeholders across the sector, as an industry tool to raise standards and best practices across safety, security, environmental performance, and social welfare in the dry shipping sector. INTERCARGO

DBCE will be led by a newly appointed managing

and RightShip have worked closely to establish the DBCE to

director, Ian McLeod, who commented: “I am delighted

further evolve and disseminate the DryBMS framework.

to be driving this new initiative. The launch of the DBCE is

An independent, not-for-profit organisation entirely

the next step for the industry in going beyond compliance

separate from its founding organisations, DBCE will be run

and achieving excellence, with the support of the DryBMS

by an independent management team and will adopt a

framework. The welfare of crew, protection of the

governance model convened from ship owners, managers,

environment, and sustainable operation of assets form the

and charterers. This will foster greater cooperation and

bedrock of this initiative, all of which encourage companies

collaboration between key stakeholders and achieve the

towards better operational practices. This benefits not just

common purpose of improving standards and driving

ship owners, but all in the industry. We urge ship owners,

operational excellence via active industry participation.

managers, and other stakeholders across the sector, to use

The DBCE Board of Directors will be chaired alternatively by representatives from the community of ship owners/ship

this tool and to join us on this transformative journey to make dry bulk shipping stronger, safer, and more sustainable.”

managers and charterers and will have representation from

Steen Lund (pictured, right), RightShip’s CEO, stated:

RightShip, INTERCARGO and other industry stakeholders

“It is exciting to be part of a such an important endeavour

creating a truly collaborative industry initiative.

in lifting standards across dry bulk shipping. DBCE is more

The DryBMS framework will continue to be accessible

than just an administrator for the DryBMS standard; it is a

to the industry, and, from May 2024, DBCE will maintain

catalyst for collaboration and proactive engagement across

a secure portal where ship owners and managers can

the sector. This launch can’t come at a more crucial time

complete digital self-assessment against the DryBMS

– ship owners and managers must be given the resources

framework. Ship owners and managers will then have the

they need to achieve excellence and strive for zero harm.”

optional ability to share the results of their self-assessments

Dimitris Fafalios (left), Chairman of INTERCARGO, said:

with their charterer customers. In addition, DBCE will

“We are collaborating in a scheme that is being developed

establish an independent self-assessment audit verification

by the industry and for the industry, which will administer a

process for evaluating and verifying actual performance

truly robust standard with the help and expertise of those that

against self-assessments. DBCE will accredit independent

the industry relies upon to implement and support it. DBCE’s

auditors to its defined standard, whom companies may

independence is crucial, ensuring the organisation always

engage to perform audits of their self-assessments in their

works for the benefit of the dry bulk industry as a whole.”

respective ship management offices.

Visit the new DBCE website at www.dbce.org l

Issue 108 March/April 2024

Ship Management International

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Notebook

MMS advocates gender-inclusive onboard health support Dr Anastasiia Vlassova

T

he growth of gender diversity in the maritime

assistance onboard. By raising awareness, enhancing

industry is important and must be welcomed but

understanding, and encouraging kindness, we

it has to be matched by the provision of the right

can create a more inclusive and health-conscious

form of medical support onboard ship for all seafarers, including women, according to Marine Medical Solutions

maritime environment. “ In the lead-up to International Women’s Day, MMS

(MMS), a leading provider of medical support for

Ship’s Doctor Dr Anastasiia Vlassova shared some of her

seafarers worldwide which takes an all-encompassing,

onboard experiences and why throughout her career

holistic approach to their health and wellbeing.

at sea she has always felt it important to raise women’s

Speaking on the occasion of this year’s International

issues. A lot of vessels don’t have any female hygiene

Women’s Day on March 8, MMS said the biological

support or adequate choice of medication to alleviate

differences between men and women meant the

periodic pain or bleeding.

medical support available at sea had to be carefully

“Men don’t understand and sometimes are scared

tailored to meet women’s health needs onboard ship.

of our physiological needs,” said Dr Vlassova. “So we

Dr Jens Tülsner, CEO and founder of MMS, said:

need to find the way to add these things to the flags

“It’s crucial that the maritime industry acknowledges

State requited medical lists and make informative

and accommodates the unique health requirements of

explanation for male personnel that it is not illness or

female crew members. From menstrual hygiene support

problem it is just female physiological need.”

to understanding the varying impacts of medication,

As regards sometimes inappropriate comments

such as painkillers and antibiotics, on different genders,

from male fellow seafarers, she added: “We will not

every aspect must be considered to uphold the dignity

remove all idiots from vessels ever but we can help

and rights of women onboard.”

female seafarers to realise their right and borders.”

MMS stresses the importance of comprehensive

MMS used the occasion of International Women’s

training for ships’ Masters and crew members to ensure

Day to reaffirm its commitment to providing telemedical

they are equipped to address women’s health concerns

support that is inclusive, understanding, and responsive

sensitively and effectively. Additionally, promoting

to the diverse needs of seafarers worldwide. Its range

awareness and fostering a supportive environment

of medical support services includes a 24/7 telemedical

onboard are essential to empower women to seek

helpline, biomedical preventative maintenance, medical

holistic health and medical assistance without hesitation.

formulary management, coordination of medical treatment

Medical assistance for women may need a slightly

ashore and running onboard medical facilities. l

different approach so awareness is key.

Dr Tülsner added: “We want women to feel comfortable and supported when seeking medical

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Ship Management International

Issue 108 March/April 2024

For more information visit https://marinemedical.solutions/

Notebook

Issue 108 March/April 2024

Ship Management International

13

Notebook

Maritime Authority of Jamaica’s Rear Admiral (Ret’d) Peter Brady takes well-earned retirement

R

ear Admiral (Ret’d) Peter Brady has retired from

STCW Convention, the global treaty which regulates the

the Maritime Authority of Jamaica (MAJ) having

training and certification of seafarers, were adopted.

served as its Director General since its inception

Rear Admiral Brady has a passion for maritime

in 1999 with the coming into operation of the Shipping

education and administration and was not only a

Act, 1998.

visiting lecturer at the World Maritime University

As Director General, Rear Admiral Brady was primarily responsible for elevating Jamaica’s maritime status

University in Canada, but he also served up to his

regionally and globally. He spearheaded several major

retirement as Vice Chair of the Board of Governors of

initiatives by the MAJ including the development of

WMU and since February 2020 has been as a member

Jamaica as a Shipping Hub with attendant services such as

of the CMU Council.

bunkering and drydocking, as well as the implementation of the ISPS Code which came into force in 2004.

One of his best-known achievements was

For his service to maritime education Admiral Brady was the 2015 recipient of the Seatrade IMO-themed Award for Maritime Education and Training. Receiving the

spearheading Jamaica’s re-election to the Council of the

award, Rear Admiral Brady said: “I feel greatly honoured

International Maritime Organization (IMO) in 2010. Rear

and humbled to be recognised on this global stage and

Admiral Brady was subsequently appointed as a Special

receive this award, particularly in the presence of some

Envoy to the IMO which led to Jamaica’s re-election to

of the world’s maritime leaders. It was very important

Category C of the IMO Council for consecutive biennia

to me to be able to play a part in improving the training

ending with the successful re-election to the Council in

and standards of seafarers around the world and to

December 2023.

make them consistent with the latest tech-nologies and I

His distinguished service as head of Jamaica’s delegation to the IMO resulted in his election in 2003, as Chairman of Committee 1 of the 23rd IMO Assembly

14

(WMU) in Sweden, and his alma mater, Dalhousie

thank the Maritime Authority of Jamaica and the IMO in particular for giving me this opportunity.”

During his military career Admiral Brady was

and Chair of the IMO’s Standards of Training and

the recipient of the Commander of Distinction, CD

Watchkeeping (STW) Sub-Committee – a position he held

(Jamaica); Commander of the Royal Victorian Order,

for 10 terms. In June 2010, Rear Admiral Brady presided

CVO (UK and Commonwealth); Legion of Merit

over the Diplomatic Conference in Manila, Philippines

(Commander USA); and the Medal of Honour for

where the most comprehensive amendments to the

Meritorious Service (Jamaica Military). l

Ship Management International

Issue 108 March/April 2024

Notebook

BSM launches Smart Academy programme

B

ernhard Schulte Shipmanagement (BSM) introduces a new educational programme for future seafarers. BSM Smart Academy is

environment to prepare for future leadership roles

a collaboration with selected maritime universities

both at sea and on shore. This approach ensures that

worldwide with the goal of closing the gap between

when they embark on their cadetship, they are fully

academic knowledge and practical training.

prepared and ready to navigate the challenges ahead

The shortage of skilled labour in the maritime

with confidence and competence.

sector, in particular at sea, poses a significant

“We have found that course contents and

challenge for the industry. In the coming years,

standards of educational institutions are often

the global merchant fleet will face a shortage of

varying. This initiative closes the gap between

thousands of officers. As a ship manager, BSM takes

educators and employers by sharing knowledge,

a proactive approach to meet this challenge and

experience and skill needs between the industry and

gain highly skilled seafarers with the newly formed

the educational sector”, says the HR Marine Director.

BSM actively invests in crew education, training

initiative Smart Academy.

Specifically, the BSM Smart Academy provides for

and development to help reduce the crewing

nautical, technical and electrical undergraduates from

shortage over time and maintain the industry’s

participating maritime universities to take part in the

safety standards and requirements. The BSM Smart

programme as designated BSM cadets following the

Academy programme is another component in BSM’s

completion of their first year. This means that they not

intensive recruitment and retention commitment.

only receive an academic education but also practical

It supplements the existing postgraduate Cadet

knowledge close to current industry requirements.

Programme, the internal fleet transition programme

“We enhance the education of future seafarers by

and the proactive recruitment approach.

engaging with them at an earlier stage,” says Eva Rodriguez (pictured), Director HR Marine of BSM. Through the collaboration with the universities,

16

In addition, students will be specifically trained for the increasingly digitalised maritime work

Eva Rodriguez emphasises, “Seafarer education is costly. However, no education is even more costly.”

At the start of the initiative, BSM will collaborate with

cadets will undergo comprehensive training in a

selected maritime universities worldwide. The cooperation

controlled and realistic work environment onshore

partners are located in Europe, the Middle East, Southeast

and onboard. The training is aligned with BSM

Asia and Africa, with another potential partner based in

standards, ensuring a higher level of skill, and in

South America. In the first year, up to 100 students are to

particular, developing behavioural competencies

be recruited for the Smart Academy programme. The aim

before embarking onboard the multiculturally

is to gradually expand the global partner network to open

manned vessels.

up new seafarer source markets. l

Ship Management International

Issue 108 March/April 2024

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Ship Management International

Issue 108 March/April 2024

Notebook

Swedish Club widens enhanced PEME programme

R

ecognising that a healthy

PEME significantly exceeds the basic

Many shipowners and ship managers

crew is a safe crew, and that

requirements for employment medical

have experienced the difficulties and

the physical and mental

assessments reflecting not only the

risks involved in having a seafarer

wellbeing of seafarers is key, The

manner in which tests are carried

serving on board in a poor medical

Swedish Club is extending its

out, but also how the results of those

condition, physically or mentally, which

enhanced PEME (Pre-employment

tests should be interpreted for a

should have rendered them unfit for

Medical Examination) programme

potential seafarer to be assessed fit for

sea service prior to employment.

both within the Philippines and

continued service on board a vessel

into a number of other seafaring

entered with The Swedish Club.

nations including India, Ukraine and Indonesia.

“The safety implications of having unfit seafarers on board cannot be

Johan Kahlmeter, Director of

emphasised enough. Apart from the

Claims at The Swedish Club, says:

seafarer’s own wellbeing and safety

An enhanced PEME greatly

“The quality of a PEME as well as the

which is key, it is easy to appreciate

increases the chance of identifying

quality of the clinics and examining

the risks imposed on colleagues,

potential health issues that could

physicians is of vital importance, having

the operation of the vessel including

lead to a crew member falling ill

a demonstrable impact on the liability

commercial disruption, and the

while on board. The Club’s enhanced

to which an employer is exposed.

environment,” he added. l

Notebook

Storms ahead for ship management sector as FuelEU likely to repeat EU ETS mistakes

By Mikaela Koni, Senior Claims Executive at ITIC

W

Union Emissions Trading

allows for a voluntary pooling

vessel and after that burned, but

System (EU ETS) has

mechanism, whereby vessels can

despite that, the fuel procurement

caused a stir in shipping, FuelEU

pool their compliance balance

decisions do not lie with the ship

has seemingly gone unnoticed.

with one or more other vessels,

managers. Given this, nothing stops

Nevertheless, FuelEU will be coming

and thus, the pool as a whole will

the procurement of non-compliant

into force on 1st January 2025 and

have to meet the emission limits.

fuel, which will naturally be more

intense storms are forecast in the

This causes a problem as it is

economical, as more in-demand

ship management sector.

theoretically possible to ‘pool’ the

green fuels will be more expensive,

A further issue is the scheme

hilst the European

compliance of fuel delivered to the

vessels for which the manager is

letting the ship manager face

and steady use of renewable and

responsible. Such ‘pooling’ may

the penalty. If such a scenario is

low carbon-fuels in vessels. As such,

be perceived as unfair towards

possible, removing any economic

it sets maximum limits on a vessel’s

some clients and beneficial towards

advantage as envisaged by the

yearly fuel emissions, increasing

others, creating friction points.

regulation is simply impossible.

over time. Emissions must decrease

Unlike the EU ETS, the FuelEU

While the same issues were

to at least 75% by 2050. FuelEU

is a per-vessel requirement, and

raised with EU ETS, the EU seems

targets carbon dioxide, methane

any detention of the vessel will

unable to adopt a lessons-learned

and nitrous oxide emissions. There

be applied to the specific vessel.

approach and places the ship

is also a zero-emission requirement

Nevertheless, if penalties are

managers in an unfavourable

at berth, creating the need for an

imposed for any breach, these

position with a “polluter pays”

onshore power supply. All cargo

could burden the ship manager.

approach that is easy to bypass.

FuelEU aims to build up demand

The FuelEU penalties are

and passenger vessels above

Managers should act diligently

5,000 gross tonnes must comply,

proportional to the breach. That is,

to mitigate risks by ensuring that

regardless of flag.

the penalty is based on the amount

any ship management agreement

and cost of renewable and low-

considers the liabilities arising from

FuelEU is the same as that with

carbon fuels that the vessel should

FuelEU. BIMCO has established

EU ETS. The entity responsible

have used. Additionally, a penalty

a dedicated subcommittee to

for complying with FuelEU is the

could also be imposed for each

examine the implications of FuelEU,

entity responsible for the vessel’s

non-compliant port call. This could

so hopefully, new clauses will

operation and the duties and

mean that multiple penalties could

be available for their contracts,

obligations imposed by the ISM

be imposed for one voyage.

including SHIPMAN.

The issue that arises with

The regulation states that the

code. Therefore, in the same

Despite the above, a positive

manner as the EU ETS, FuelEU could

penalties remove any economic

thought for the future is that by the

render a ship manager responsible

advantage of non-compliance.

time FuelEU is implemented, ship

for the vessel’s compliance with the

However, realistically, this is not the

managers will likely have mastered

regulation when the ship manager

case. Ship managers, as per the ISM

the perils of EU ETS, and their

has no power over the commercial

code, have the responsibility for

approach to the new scheme will

operation of the vessel.

checking and ensuring the sulphur

surely be more confident. l

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Issue 108 March/April 2024

Ship Management International

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InterManager Outlook It’s time to end this unjust criminalisation of seafarers InterManager Secretary General, Capt. Kuba Szymanski, takes a hard-hitting look at the issue of the criminalisation of seafarers.

I

feel extremely anxious about the increasing

ignoring the fact that, as a result of our (ship managers’ and

criminalisation of our seafarers in areas around the

owners’) decisions to send ships to high-risk areas of the world,

world, particularly in relation to alleged drug smuggling.

like Central and South America, our own people are being

I believe it is time we as an industry did more to bring this

thrown into jails. Crew report drug findings on their ships, often

practice to an end.

discovered during unloading in port, because they believe it

I know I am not alone in being concerned but I do feel

is the right thing to do. But look what then happens: Capt.

our industry needs to wake up to what is going on and

Andrzej Lasota held for 20 months in a Mexican jail before

speak out with one strong voice. InterManager has joined

being released without charge; the crew of the Phoenician M

industry stakeholders to discuss our concerns with regulators

held for seven months in Eregli (Edemir) and Berge Torre at

and law enforcement agencies and we need to build on

Adana Yumurtalik.

Frequently we do not provide legal support for them as our

these first steps.

I hear regularly, almost daily, from seafarers who are worried

P&I insurance limits our responsibility. Perhaps it is convenient

about going to areas of the world where drug smuggling is

for us to blame the crew and see them removed in order to

prevalent, fearing they will be unfairly criminalised if illegal

have the ship released? What happens to the crew then? They

narcotics are found onboard their ship. And I frequently hear

are often left to their own devices and terrible pressure falls

worrying testimony from the families of seafarers who have

on their families to campaign for their release. As an industry

been unfairly thrown in jail in a foreign country and held without

we don’t keep any statistics and we do not provide insurance

trail for months with no evidence that they have committed

against this for senior officers and ratings.

a crime. I hear harrowing reports of torture, ill-treatment and

There is however a light at the end of the tunnel – there

starvation, resulting in extreme weight loss, physical and mental

are now examples of law enforcement agencies, such as

health problems.

the UK Border Force, not jumping to incriminate innocent

I strongly believe that we must do more to end this situation – for our seafarers, for their families, and for our industry.

On the one hand we are trying to introduce new procedures, protocols and industry best practices which are

seafarers. The US Coast Guard is also working with the shipping industry and partner organisations to establish better procedures in these circumstances.

I believe it is time for change, time to do something to end

designed to improve seafarers wellbeing, but on the other

this situation, and time to demonstrate to our seafarers how

hand, we are walking a terrible walk of shame by completely

much we truly value them. l

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First Person Sean Moloney talks to Harry Vafias, Head of the Vafias Group (Brave Maritime/ StealthGas Inc/ Stealth Maritime/ C3is/ Imperial Petroleum)

G

reece’s Brave Maritime Corp, headed

clean tankers gas and dry,

up the highly respected shipowner

of various sizes; number two was

Harry Vafias, recently announced that

repaying down all the debt so of the five

it had taken delivery of four new state-of-the-

companies we have – two private and

art 40,000 cu m ammonia carriers from South

three US listed – four are now debt free,

Korea’s Hyundai shipyard. And while the vessels

and only one, a listed company, has 15% debt

represent the new generation of gas carriers with

which is negligible. The third important thing,

super-efficient engines, comprising all the latest

and now with my StealthGas hat on, was selling

environmental features, the most amazing aspect

smaller gas ships and reinvesting in larger new

of the deal was that while they were ordered for

buildings, which is why we have been starting to

$46 million apiece, as soon as they were delivered

take delivery of this new generation of 40K cu

their value had risen to, in excess of, $70m each.

m vessels,” Harry Vafias said.

In addition, the group has on order

And already making a profit on them

three more new generation gas carriers,

according to vessel values? “We knew we were

one more 40k cu m sistership in HMD for

ordering at a good time, we never expected

Q1 2024 and two 11k cu m vessels under

to order the ships at $47 million and two

construction in Japan, one for delivery in

years later the ships would be worth about

2025 and one in 2026.

$70 million each. So, it was unexpected.”

Over the last 18 months Brave Maritime has

But what is driving the strengthening

acquired an astonishing 32 ships comprising

of the markets and what is fueling the

of seven LPG newbuildings, 10 tankers (four

very positive market sentiment that is

Suezmax, one Aframax and five Product

being seen at the moment?

Tankers) as well as 17 bulkers (eight Capes,

“All these geopolitical problems,

four Supramax, two Kamsarmaxes and three

most of the time, are positive for

Handies). According to a company statement,

shipping. This is the first time in many

unreported were the two Kamsarmaxes, the

decades that you have three major

Eco Czar and Eco Sikousis, both built in Oshima

problems all happening at the same

Japan in 2009 and 2008 respectively. According

time – the Ukraine war; the Gaza war

to brokers’ reports these were bought for in

which has a danger of spreading in

the region of $31m enbloc. After the recent

the region, and the simultaneous

acquisitions and vessel deliveries, the group’s

semi-closure of the Suez Canal and

fleet comprises 91 vessels – 35 gas carriers,

the Panama Canal. This has never

30 bulkers and 26 tankers both crude and clean.

happened before and because of

A sizeable fleet expansion indeed, but what is

this there are risks, but the risks push

the strategy behind the fleet growth?

“Speaking with my group hat on, the last

the freight rates up, and especially for energy cargoes,” he said.

two years have probably been the most active

But while shipping will make

for the group since it was founded. We mainly

money out of such situations, there

did three things: one was acquiring 34 vessels

is still uncertainty, surely?

of all types, and this by any measure was a significant achievement, meaning crude tankers

“Yes, but if the ships have to go around the Cape of Good Hope and not go through the

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First Person

Panama Canal and then go around South America, that adds so many days onto the voyage and if charterers don’t pay for these additional days, we will not do the voyages,” he said.

“So, you either have to go through the Suez Canal with extra security and everything that that involves, or you go around the Cape and you get paid because you’re not going to do it for free. We never want war and we never want people dying, but especially for energy shipping, oil and gas, these kind of problems have always been positive for the markets,” he stressed.

When the rates are strong, do shipowners still concern themselves with OpEx? The industry is starting to look very

“This is very unfair, I think, and it worries me because there’s

seriously at digitalisation to drive value to the bottom line in

no clear path and you can’t make a decision on this based

terms of greater efficiencies and lower costs?

on untested technology. So, what happens if I decide I want

“I’m not the biggest innovator and I like things that I

to invest in ammonia as a fuel, and spend all that money and

understand, things that I know well, I’m not an expert on

then five years later the industry decides it wants to go into

technology, I’m not a first mover in technology; we try and do

methanol, what am I going do with my ammonia ships? No one

things like that but we are not going to be the first movers,

is going to pay me for taking the risk.

innovators or pioneers,” he confessed.

“So, it is better in this very very risky time, not to be a first

“Unfortunately, when it comes to shipowners and when

mover but wait for the technology to be tested and agreed on

the times are good, like now, they don’t focus so much on the

and then follow the way the industry is moving. The legislators

OpEx. $1,000 up or $1,000 down doesn’t matter. And this is

and the IMO have to go to whoever has the technology,

wrong because in a good market as well as in a bad market

whether it’s the yards or the engine makers, and push them by

you should always try and save money. But when the bad times

a certain date to have an agreed fuel and technology that is

come, there is more pressure from your shareholders and your

ready and tried and tested,” he added.

family to try and maintain breakeven if you can. So, there is

But as Harry questioned, what does an ammonia-ready ship mean? “If the legislators want a greener ship, then go

more focus on these things.

“We have the problem of inflation which pushes costs up,

to the yards or the engine builders, but until that point, as an

in certain cases by a lot, but we have the benefit of operating

industry, you don’t run your ships at 13 knots you run ships at 8

a large fleet spread across different companies to the extent

or 9 knots and save emissions without doing anything, but why

that we have a lot of synergies in tackling economies of scale

don’t they do it?”

so we probably have lower costs than the other shipowners.

Finally, Harry, tell me about Greece’s version of Dragon’s

But unfortunately, when they make money they don’t focus on

Den. You are into your second series now as a Dragon, how are

the last cent and they should. We have 91 ships including the

you finding it?

newbuilds deploying a lot of economies of scale. We manage

“When they invited me to join, I was negative because while

all but two of these ships in-house. We feel we have more

I had no problem with appearing on TV, I felt that all of these

control, it’s our own ships, you care more, you use them as a

ideas that are being proposed on Dragon’s Den were not related

negotiating base. It is better to do it on your own,” he said.

to what I did. So, I didn’t want to find something in a position

With all this positively around, there must be negative factors that keep shipowners awake at night? For Harry, it is confusion over how the industry can tackle decarbonisation

where I was demonstrating a lack of real expertise in something I had been asked to do or had been offered to invest in.

“But the producer was a really smart guy and he said first of

where there is no clarity on the type of fuel that can be used.

all it is charity, because you are giving money to small start-up

“When it comes to decarbonisation there are no forward

companies, and he emphasised that if the Dragons weren’t in a

plans in the industry. You cannot say to shipowners that by

position to buy into the companies then there was little chance

a certain date you must have reduced your emissions by a

of them succeeding. He made me feel a bit bad let’s say. So, I

certain percentage when there is no viable fuel alternative

said I would do it and it has turned out to be much better than I

that can achieve that. And why are they saying this to us, we

expected, which is why we are now on series number two.

don’t build the ships, we don’t design the ships, we don’t

“It is funny because as you know I’ve been in shipping

build the engines, these are done by other people so why

myself since 2000 and I’ve had a public company since 2005

don’t they go to the shipyards or to the engine builders and

but people who meet me, 90% of the cases, talk about

say look, by a certain date make the engines that will burn a

Dragon’s Den and not the rest of what I am doing. That shows

certain fuel.

you the power of TV.” l

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How I Work SMI talks to industry leaders and asks What motivates them and how they deal with the rigours of the shipping industry

having acquired skills and expertise that I can now use. As a board member of the Shipowners’ Club, I aim to provide advice and governance from a tug owners and salvage industry perspective.

“The Club’s goals align closely with those of Multraship, which prioritise stakeholder peace of mind, operational efficiency, and trustworthiness for members,” she adds. “At Multraship, we offer peace of mind to our clients, stakeholders, staff, and third-party suppliers by delivering expert services that ensure operational efficiency and build trust.”

Reflecting on last month’s International Women’s Day, Muller has observed a shift in attitudes towards diversity and equality in the industry.

However, she stresses that there is still

Eline Muller

a long way to go.

Co-owner Muller Maritime Group and a senior executive at Multraship Towage & Salvage

equality and greater emphasis on

“Despite progress towards gender promoting and delivering on diversity and inclusion goals, gender balance in the maritime industry is still very much

E

a work in progress,” Muller comments.

“Not only do we need more

line Muller is a senior

and engages with other shipping

executive at Netherlands-

industry bodies, such as the European

female inclusion across all levels of

based Multraship Towage and

Tug Owners’ Association (ETA) and the

industry, but we need women to be

Royal Dutch Shipowners Association.

more visible. This will no doubt inspire

Salvage, part of the Muller Maritime

Most recently, Muller was

Group, and from her shipowner’s

younger generations and women

perspective has strong views

appointed as a board member of the

working in other industries to consider

on female representation in the

Shipowners’ Club, of which Multraship

careers in the maritime sector. Men

maritime industry.

has been a longstanding member.

still dominate panels and speaker roles

With more than 35 years of

She is also an active member of

at conferences; as a basic example,

the International Salvage Union (ISU),

experience in the towage and salvage

women are still underrepresented. This

chairing its Salvage sub-committee,

industry, she says: “I feel grateful for

needs to change.”

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How I Work

GENDER EQUALITY AND INCLUSIVITY “Being a family-run business, it has always been apparent to us that inclusivity is imperative, Muller continues. “As an organisation, we firmly believe in

couple of years. With its geographically expanded area, Multraship has invested in additional vessels and grown its team at sea and onshore.

Maintaining a high-quality and diverse fleet is

providing equal opportunities and salaries, irrespective of

equally important, given the increased demand for the

one’s gender. It is ingrained in our company’s culture to

company’s services due to project requirements and

ensure that everyone is treated fairly and justly.

the continued need for emergency response services

“Traditionally, the towage and salvage industry has been

such as Multraship’s response to the fire-stricken car

primarily male-dominated. Still, at Multraship, we have a

carrier Fremantle Highway off the Dutch Coast last

well-balanced management team and many talented and

year. Therefore, it is critical to build the right fleet and

inspiring women in our organisation as crew or officers and

personnel’s operational and skills capabilities.

in office-based positions,” she says.

Muller thinks a gradual change is happening in the industry as a whole, but she would like to see more

“Sharing our expertise and insights is crucial, not just on tug and salvage issues, but also on the bigger-picture issues affecting our sector,” says Muller.

women in operational, commercial, and technical roles.

“We must invest in people, skills, and technologies to

Representing women in leadership roles and seafaring

get there. Ultimately, this will enable us to achieve our goals

positions remains a particular challenge.

and have a sustainable future,” she concludes. l

The right blend of skills and encouraging different perspectives have proven crucial to improving efficiency and operational performance.

Fostering enthusiasm in maritime across the board is critical, Muller believes. Encouraging new and diverse talent to enter, or stay in, the industry will lead to more dynamism, which will, in turn, improve capabilities and help address the key challenges that lie ahead, including the road to achieving net zero in 2050.

SUSTAINABILITY IMPERATIVE She says it is essential to attract young people who are passionate about sustainability to the industry.

“We must get them involved in greening the shipping industry. They need to realise they can make a difference in addressing climate change and promoting sustainability as part of the maritime industry.

She adds that collaboration between the maritime community, governments and other sectors is crucial.

Towage and salvage industry organisations such as the ETA and ISU are actively engaging with stakeholders to find the best business solutions for the industry.

The ETA, for example, is collaborating with 12 other European associations to achieve sustainable and digital goals. Recently, a Joint Declaration titled ‘Charting a Course Towards a Resilient, Competitive, and Sustainable Future’ was released.

We must get them involved in greening the shipping industry.

They need to realise they can make a difference in addressing climate change and promoting sustainability as part of the maritime industry Eline Muller

Muller is grateful for the increased demand for Multraship’s services, which has grown healthily in the past

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Dispatches Maritime risk management services in growing demand

Felicity Landon conducts an exclusive interview for SMI with Ambrey MD of Risk and Intelligence, Joshua Hutchinson.

F

rom the Houthi attacks on shipping in the Red

centre in the world, investing in a ‘mariner-led’

Sea to the resurgence of piracy in the Indian

risk management service; this new centre will be in

Ocean, there is no shortage of events for global

Southampton. Looking ahead after a decade of rapid

maritime risk management specialist Ambrey Limited

growth, Hutchinson says: “We aim in the next coupe

to warn its clients about. But as Joshua Hutchinson,

of years to be supporting every vessel everywhere in

Ambrey’s MD of Risk and Intelligence, emphasises, the

every port and on every ocean, to both understand the

aim is not to hinder shipping operations – rather, to

risks and mitigate them.”

enable and support them.

“Our job is to increase the understanding of global

Today’s headline risks make up an alarming list.

Attacks on vessels in the Red Sea and Black Sea;

threats, make sure we articulate those threats daily, and

civil unrest and drug cartels in South America; piracy

take clients on a journey of mitigation,” he says. “Our

groups persisting off West Africa; the huge movement

job is about business continuity and growth. It is not

of migrants heading north in Western Sahara, and the

about stopping things happening but allowing them

migrant crisis from Libya into southern Europe affecting

to happen – it is to help ship owners and managers to

every SAR in the region.

keep operating and growing.”

Ambrey offers what it calls a 360-degree approach

“In the Black Sea, ship owners and managers are having to navigate active USVs, drones and mines,”

to maritime security, safeguarding its clients’ people,

says Hutchinson. “The Red Sea attacks by the Houthis

vessels and reputation. It works with the world’s largest

represent the biggest crisis in the past decade. There

ship managers, and with operators, charterers, insurers

is the increased and widening impact of the Israel/

and other interests.

Gaza war and the need to support the humanitarian

Founded in 2014, initially focusing on the increasing

corridor, especially as the Houthis are now targeting

piracy threats in the Indian Ocean, Ambrey today has

container vessels across the Indian Ocean. In the

2,500 staff in eight countries supporting its global

resurgence of Somalian piracy we are seeing groups

maritime operations. It is currently building what

of pirates operating deep into the shipping lanes, 400

it believes will be the largest maritime operations

miles offshore where vessels might previously have felt

IMAGE CREDIT: Cover of International Chamber of Shipping’s ‘Piracy, Armed Robbery and Conflict at Sea’ 2024-25 Edition

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Dispatches

The ever-increasing, dynamic Elevated Threat Areas across the Indian Ocean and Arabian Sea shown (in red) on Ambrey’s Fathom platform

relaxed. Head into South East Asia and we have a year-

they understand the threat profiles and understand how

on-year increase in vessels being targeted with robbery

to mitigate the risks. There is civil war in Sudan but still a

and theft into the Singapore Straits. And head up into the

lot of cargo is moving through Sudan’s ports. The Houthis

South China Sea and you have concerns about the possible

are firing missiles from Yemen, but there are still port

invasion by China of Taiwan.

operations in Yemen – people still need food and other

“This is the complexity of the environment that ship

cargoes. “More than 90% of trade moves on the water

managers and operators now need to live in and operate

-more than 90% therefore has to enter into a port,” says

in, and seafarers have to emotionally work with every day.”

Hutchinson. “When the port is really shut, that is when a country really falls into turmoil.”

Increased number of threats Is this a particularly threatening time, or is there just

Ambrey’s services include the Sentinel global alert

greater awareness and real-time information? Hutchinson

service which alerts vessels in real time with information

says that the number of threat events taking place has

relevant to their proximity, route and destination. “To

dramatically increased, and this also coincides with there

save lives, time and money, we need to provide that

being more state elections this year than ever before.

information as quickly as possible to the people that

“Post pandemic, we are seeing countries under financial

need it,” says Hutchinson. “Masters on board need to

duress, countries becoming insecure and unstable because

know what’s happening – is there an attack, is the port

of crime, and naturally where there is instability, crime and

safe, are there mines in the sea? There is a real sense

poverty, the increase of threats comes about.”

of community in the maritime industry and the more we

He agrees that the real-time information has become much more accessible but adds: “Managers have had to

bring vessels together, the stronger our awareness of safe operations.”

be more dynamic of how they are aware of what’s going on

The Guardian digital service supports up to 4,000

and how it might affect them. Managers, owners, security

vessels daily around the world, helping ship manager and

officers and others have had to evolve their roles, going

operators understand the threats and risks prior to entering

from awareness to understanding very quickly. There is

into an elevated threat area. “It is about providing that

a difference between understanding a threat and really

real-time information so that when something happens, we

mitigating it with risk management, and that is where we

are actively able to divert ships,” says Hutchinson.

provide the assessment for them to work with.”

Not all risks are equal. It is still reasonably safe for some shipping companies to operate in the Red Sea, as long as

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Ambrey focuses on operating “mariner-led services” – chief officers, master mariners and others delivering a global service to their colleagues on board.

Dispatches

There is a difference between understanding a threat and really mitigating it with risk management, and that is where we provide the assessment for ship managers and operators to work with BLACK SWAN EVENTS Can shipping ever be prepared for Black Swan events – and, indeed, how does he define these? “It’s something we can’t imagine happening,” he says. “On risk, what are your known unknowns?

Plan for everything, even the unexpected.

Looking at the recent catastrophe of the Francis Scott Key Bridge collapse in Baltimore, he says: “Ships navigate through bridges all the time, so vessels hitting bridges have to be a ‘known unknown’. However, was it ever in our imagination that by being hit, the whole bridge would collapse? Often, with a Black Swan event, we look back and ask – why didn’t we see that coming? If you are aware of a potential threat, it is not going to be a Black Swan.”

In February, Ambrey and Inchcape Shipping Services announced a strategic partnership for providing maritime security services through combining technology, global presence and expertise. “We will announce more partnerships this year, which will focus on bringing a global operation to provide a more safe and secure maritime operation,” says Hutchinson. “The maritime industry is facing severe global threats. Our passion is for a safe and secure industry.” l

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Crew Welfare Seafarers ‘should have access to regular health checks at sea’

L

eading crew change specialist BCS Group – Boers Crew Services says the industry should be collaborating more to ensure the health of seafarers

is treated as a priority, with initiatives in place such as access to blood tests while they are out at sea.

Dutch company Boers Crew Services launched its new Preventative Medical Examinations initiative last September alongside its range of crew change services, including accommodation, transport, medical appointments, and visa applications. The initiative gives companies the opportunity to provide maritime professionals access to blood tests

Under BCS’ initiative crew members can choose from

while they are out at sea, to both identify and keep track of

one of four options to carry out the blood test. They can

any health issues.

do the blood test themselves while out at sea; a medic

The company says initiatives like this will help reduce

can go onto the vessel and carry it out for them; they can

sick leave taken by maritime professionals out at sea,

alternatively do the test at a hotel while onshore; or a

increase morale and productivity and boost crew retention,

medic can carry out the test for them on land.

as well as maximise cost efficiencies for shipping operators.

Boers says it believes shipping companies are not going far enough in making sure the health and wellbeing of their crews are being made a priority. Currently seafarers

The blood tests can pick up issues like vitamin deficiencies, such as high cholesterol, high levels of sugar, and any thyroid issues, as well as more serious diseases.

Results can be accessed privately and securely by

are required to carry out a Pre-Employment Medical

the crew member through an app and they will never be

Examination prior to embarking on their careers at sea.

shared with employers unless permission is granted. The

Hans Boers (pictured), Joint CEO, said: “We are still

app can also provide an overview of an entire crew’s health,

seeing that some companies are not placing enough

giving employers the chance to see if a large number of

importance on the health and wellbeing of seafarers. Their

crew suffer with high cholesterol, for example.

physical health is as important as their mental health and

The company that offers the blood test to the maritime

the two really do go hand in hand. I think the IMO could

industry through Boers also provides the initiative in

also go further with their guidelines and ensuring maritime

other industries and has seen how the tests can pick up

professionals do not sacrifice their health when they choose

potentially life-threatening conditions. It cited an example

a career at sea. It would be a positive move to see regular

of one company that employed 5,000 people, and 5% were

health checks become a mandatory requirement.”

found to be suffering with a serious disease. l

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Human Element: Crew Welfare

Seachef Hospitality Services: 30 years of keeping seafarers happy and healthy housekeeping services for vessels was a new and challenging

I

more than 40 nationalities on board and maintaining the overall

concept. Traditionally, these tasks were managed solely

hygiene over a variety of ships trading worldwide, the company

in-house and on board. Only cruise liners, rigs, and platforms

is proud to have achieved a customer satisfaction rate of over

had support teams ashore to assist with these ac-tivities,

90% year on year.

n the 1990s, the idea of outsourcing catering and

which could be time-consuming. The main concern was how

Focusing on the day-to-day nutritional requirements of

“Over the last decades, the catering and hospitality

to reduce the workload for seafarers while improving catering

industry for the shipping sector has evolved to prioritise

and housekeeping management.

seafarers’ needs and preferences. At Seachef Hospitality

In 1994, ‘Seachef Hospitality Services’ was established

Services, we offer diverse menu options, focusing on health

in Mumbai, India, with the aim of providing catering and

and wellness supported by technology and aligned with

housekeeping management services on board merchant

consumer expectations for sustainability. This way, we ensure

vessels man-aged by Bernhard Schulte Shipmanagement. In

seafarers access high-quality, nutritious meals that contribute to

2015, Seachef Hospitality Services was entrust-ed with its first

their well-being and job satisfaction,” says Petrakis.

vessel from third-party clients. Over the years, the company

For example, the company introduced a unique menu

expanded its services to include crewing services, ensuring

planning software to satisfy the needs of its multinational crew

the sourcing of highly skilled hospitality professionals. They

pool. With features such as pre-set multi-cuisine menus, calorie

also invested in training to equip the catering crew with the

tracking or provisioning requests, the software helps seafarers

necessary skills to meet the challenges of their demanding

enjoy well-balanced and healthy meals that cater to their

work environment as well as ship owners’ expectations.

diverse cultural backgrounds. l

In 2023, Seachef Hospitality Services expanded its presence by establishing offices in Cyprus and Indonesia. Only recently, they opened a new office in Greece. Today, the company has more than 100 clients and serves a fleet of more than 500 vessels in over 750 ports worldwide. It has a pool of more than 1,200 catering crew members from over 40 nationalities. Its services go far beyond catering management, stretching from menu planning and inventory management to procurement services and catering budget management.

“Our success is based on being able to create a win-win situation for ship owners and seafarers,” explains Yannis Petrakis, Managing Director of Seachef Hospitality Services.

“We create value by simplifying how food is purchased, handled, and consumed without compromising quality, safety, environmental and regulatory standards. Keeping a ship’s crew happy and healthy contributes directly to the efficiency of the vessel.”

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P&I and LAW

PHOTO: Key Bridge Response 2024

Insurance implications of Baltimore bridge accident

I

n the early hours of 26 March the M/S DALI 9,971 TEU

to result in high extraordinary costs for which they expect

containership suffered what appears to have been a power

contribution from all salvaged parties under General Average.

failure shortly after leaving Baltimore port and struck one

‘RHL has been appointed as their General Adjuster and

of the support pillars of the Francis Scott Key Bridge causing

they notified us of their intention to keep all containers

it to collapse, tragically killing six construction workers.

under their control until security arrangements have been

Insurance payouts from the allision could be among the largest the marine sector has ever seen, Lloyd’s of London

made with the Average Adjusters, both for General Average and Salvage.”

CEO John Neal said immediately following the accident.

The Adjusters will contact cargo owners directly in due

Provisional estimates have been put in the $2bn to $4bn

course and will provide relevant information on how to proceed

range, exceeding the $1.5bn (plus vessel repair costs) paid

and ac, RHL adds, but explanatory notes on how to proceed

out after the Costa Concordia cruiseship sinking back in 2012.

and copies of the relevant forms are included on its website.

With clearance of the bridge wreckage still underway and

Cargo interests are asked to inform their Cargo

not likely to be completed before end-May, and the casualty

Underwriters who are invited to contact RHL rapidly to ensure

investigation expected to take months if not years, insurance

prompt release and onward carriage of cargo to destination.

arrangements quickly became a focus of industry interest.

The vessel is entered with Britannia P&I Club, a member

US cargo insurer WK Webster in mid-April informed

of the International Group (IG) of P&I Clubs. Under the

that “with General Average having now been declared [by

IG’s Pooling Arrangement (for claims above $10m), the

the vessel’s owners, Grace Ocean], it is essential for cargo

reinsurance market is expected to bear the brunt of losses,

interests to swiftly provide acceptable general average

adding to the challenges of reinsurance availability and

security to reduce any avoidable delays once the vessel is

causing a knock-on effect on marine insurance and P&I costs.

removed and arrangements for delivery can begin to be

Celebrating 125 years of the Group’s Pooling

made.” General Average is the principle establishing that

Arrangement in mid-April, IG Chair Andrew Cutler, who is

all sea cargo stakeholders (owner, shipper, etc.) evenly

also CEO of the Britannia P&I Club, commented as follows

share any damage or losses that may occur as a result of

on the Baltimore incident: ““I confirm that my thoughts and

voluntary sacrifice of part of the vessel or cargo to save the

condolences remain with all involved and that Britannia P&I

whole in an emergency.

and its Member continue to work closely with, and co-operate

Richards Hogg Lindley (RHL) of London added: “No

with, the US authorities. Whilst recognising the challenges

indication is communicated so far as when and where their

ahead, I feel this will be another example of the strength of

vessel will be berthed and discharged, but this decision

the International Group system and the unparalleled cover it

indicates that the Owners expect the salvage operations

provides to the world’s shipping community.” l

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Maritime Safety

Safety first: a collaborative approach A genuine commitment to the health and safety of mariners is essential, especially as global factors become increasingly turbulent, writes Lars Hardeland, GAC’s Group Operations Director – Shipping

afety is a collaborative effort, and only as strong as

S

A safety report published by DNV and Lloyd’s List

its weakest link, with ship agents having a key role to

Intelligence in 2023 highlighted the importance of adapting

play. This is why GAC has maintained its long-standing

to meet developing safety regulations. The transition to new

‘safe boarding initiative’, supporting local partners and

fuels and engine types, vital for decarbonisation, presents

suppliers in safety and compliance across the industry.

fresh challenges with handling potentially dangerous

Such initiatives aim to reduce risks to personnel and

materials. Simultaneous economic sanctions and geopolitical

the environment. Man overboard, pilot ladder, and life raft

upheaval likewise need to be met with a counter-

safety training for GAC’s boarding officers and launch service

convergence of new technologies, smart training programs

providers – and those of the third parties it works with – can

and regulatory body attention.

make the difference between a safe working environment

Regulations such as the IMO’s push to implement relevant codes and conventions, ensure the classification

and disaster.

of hazardous materials and push members to enforce new

SAFETY CULTURE

fire-prevention schemes. However, stakeholders still need to

Human error can only be reduced so far, which is where

take responsibility for their activities.

data-driven digital frameworks can be essential. GAC’s

From a service provider perspective, stability, strength,

QHSSE digital application is a useful tool in facilitating

and competence need to continually underpin operations

reporting, investigation, and follow-ups, enabling quick

alongside a comprehensive offering of services during a

identification and mitigation of safety risks. The Group also

vessel’s port call. That means establishing a tone for safety

nurtures a positive safety culture online with GAC Corporate

through local operations, experienced personnel and a

Academy courses including Health, Safety, Security &

culture that prioritises vigilance.

Environment (HSSE), compliance, cyber security, and more to

Using drones for delivery and transitioning to online vessel clearance reduces the need for personnel to board the vessel

reinforce and promote awareness.

Meeting the safety needs of the future means addressing concerns beyond a company’s immediate remit. That’s why GAC vets its suppliers, choosing to only work with those that

and the associated offshore safety hazards. These are just examples of how we are driving positive change in the industry.

The world is rightly recognising the reality of continuously

uphold the highest safety standards. What’s more, in 2023

improving maritime safety. It is, and must remain, at the top

we opened a dedicated course to safety and compliance to

of the agenda for us all. The fix can only become a reality

our third-party vendors, in a bid to minimise risks and set a

when collaborative efforts across the shipping community

commercial benchmark for the industry.

are standard. l

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Safety is not just a product, it’s an ongoing process Mr. Iasonas Lalizas

M

aritime industry is arguably one of the most

constantly work on evolving and expanding our products

multinational industries in the world - and one of the

and services with the highest safety standards in mind. Our

most risky ones.

commitment to ensuring safety at sea in the face of evolving

Industry experts need to constantly stay vigilant when it

comes to identifying hazards and monitoring maritime safety incidents to ensure the safety of everyone aboard.

“Defining patterns and keeping track of maritime safety incidents should be a fundamental aspect of our industry in order to guarantee safety at sea,” observed Mr. Iasonas Lalizas,

risks is demonstrated by our new Antipiros Fireman’s Suit,” Mr. Lalizas outlined.

In addition to the high quality of the lifesaving equipment, LALIZAS stresses the importance of proper maintenance and use to ensure the safety of all concerned.

“It is important to ensure that reliable and authorised

Marketing & Communications Director of LALIZAS, lifesaving

Service Stations are used by both ship-owners and ship

equipment manufacturer.

management companies,” notes Mr. Lalizas.

“Undoubtedly, one of the risks that has recently increased is

LALIZAS, with over forty years of experience, is equipped

the concerning rise in fire accidents aboard ships,” he remarked.

with the resources as well as the expertise to assist ship-owners

Authorities and industry experts have reported that these

and management companies with the safety of vessels and

incidents involving fires, particularly on ships carrying electric

compliance with international regulations. This is achieved

vehicles (EVs) with lithium-ion batteries, have increased

through the Fire, Safety and Rescue (FSR) services that LALIZAS

alarmingly in recent times. As a result, there have already been

provides in all the major ports of the world.

instances of shipping companies refusing to carry EVs on their

Moreover, another service now offered by LALIZAS is

ships because of the potential fire risk. As evidenced by the

the Fast and Independent Liferaft Exchange (F&I). F&I is an

significant increase in recent incidents, fires on ships remain one

innovative proposal for a simple and fast exchange of liferafts,

of the most important safety concerns for the shipping industry

without any contract or commitment on the part of the ship’s

and as a result, additional safety measures are now being

management and/or owner, while offering as a service the

implemented to actively prevent them.

compliance of the liferaft with international regulations.

More specifically, the revised EN 469:2020 standard,

“As the company focuses on the future, we will

adapted from the MED Directive, introduces significant

continue to emphasise on safety

changes to the design and performance requirements for

and its essential role in the maritime

fireman’s suits.

sector, with high quality products

The new standard comes into force on 25 August this year,

and services aimed at safety at sea.

and from that date, all fireman’s suits on board EU-flagged

After all in LALIZAS we truly believe

vessels will have to comply with the updated standard.

that Safety is not just a product, it is

Given the present circumstances, LALIZAS proves to be one step ahead of times, offering an extensive range of firefighting gear, which includes the latest Fireman Suit called Antipiros.

“LALIZAS has been designing and manufacturing a wide

an ongoing process” concluded Mr. Iasonas Lalizas.

LALIZAS is attending once again the Posidonia Exhibition (Pavilion

range of lifesaving products specifically for the commercial

no.3.414). This year, the manufacturer

marine industry for over four decades. Our commitment to

is also offering a seminar with

safety at sea is demonstrated by our range of high quality

industry experts, sharing their

firefighting equipment such as fireman’s suits. We are always

knowledge and expertise on issues

striving to stay ahead of the curve, and for that reason we

regarding safety at sea. l

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Decarbonisation How onboard Carbon Capture & Storage can help drive shipping’s decarbonisation

By Sigurd Jenssen, Director, Wärtsilä Exhaust Treatment Wärtsilä Exhaust Treatment’s test hall in Moss, Norway

T

he global average temperature in

strategy to reduce greenhouse gas

storage (CCS) to this list – which will

January and February 2024 was

(GHG) emissions from shipping, aiming

be commercially available next year

1.6°C and 1.77°C above pre-

for a 20% reduction by 2030, 70% by

– and suddenly the shipping industry

industrial levels, respectively, surpassing

2040, and net-zero by 2050. To meet

has a compelling mix of technologies

the Paris Agreement’s 1.5°C benchmark,

these targets, shipping must utilise every

to choose from, as it works to meet its

according to the Copernicus Climate

available tool in its decarbonisation

environmental targets.

Change Service (C3S) reporting on

arsenal, from digitally enabled energy

CCS is so close to fruition because

behalf of the European Commission.

efficiency measures to the increased

shipping has many years of experience

These months mark the ninth

uptake of new fuels.

tackling another pollutants directly in

consecutive instance of record-breaking

A range of solutions will be required.

the stack – sulphur – through its efforts

warmth for their respective months of

It is not possible to decarbonise shipping

to comply with the global 0.5% sulphur

the year; the urgency for us to act on the

if we don’t optimise voyages, make

cap. These efforts are now serving as

climate is clear.

ships more efficient, and move – where

the perfect technical and operational

To limit further temperature

we can – away from an overreliance

springboard to tackle the biggest

increases, the IMO has outlined its

on fossil fuels. Add carbon capture &

pollutant of them all – CO2 – where it

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Decarbonisation

matters; on the ship, before it reaches the atmosphere.

This evolution from addressing sulphur to capturing carbon didn’t happen overnight. Over the past few years, scrubber capabilities have undergone successive upgrades to combat various pollutants in vessel emissions and throughout the propulsion chain. Selective catalytic reduction systems (SCR) and exhaust gas recirculation systems (EGR) have been employed to tackle NOx

Render of Wärtsilä CCS-ready scrubber system

emissions, in order to meet MARPOL Tier III requirements. Moreover, these scrubbers can filter particulate matter

has provided valuable insights into its

educates customers on the benefits and

and black carbon, even beyond

operation and the merits of different

complexities involved.

standard land-based regulations,

CO2 capture solvents, while also

and they are capable of removing

showing that the capture rate can likely

played by CCS-ready scrubbers. These

microplastics from scrubber washwater

reach 80% with a solvent optimised for

scrubbers have been constructed

through advanced filtering systems.

marine engine exhaust gas.

with future CCS retrofits in mind,

To make CCS work within the

Whilst technological development

Equally important is the role being

futureproofing them for when the

confines of a ship exhaust, all non-

progresses, understanding how it

technology is available, whilst ensuring

carbon pollutants must be removed

will integrate onboard a ship is vital.

near-term sulphur cap compliance.

before the exhaust gas reaches the

Seaborne CCS faces unique challenges,

CCS system. Consequently, scrubbers

such as space limitations, energy

real-world testing on different ship

have evolved from a technology aimed

requirements, storage infrastructure,

types to assess how the technology

at reducing sulphur, NOx, and PM

and exhaust pre-treatment. Addressing

performs during continuous operation

emissions for human health reasons,

these challenges is crucial for both

at sea. This testing is crucial for

into a versatile technology platform

new and existing vessels to achieve

understanding training requirements,

ready to address shipping’s holistic

decarbonisation goals.

the value chain, and service and

environmental challenges.

On the commercial front, scrubber

To tackle these issues, Wärtsilä is pioneering CCS feasibility studies, a first

Today, Wärtsilä is advancing to

maintenance organisation.

In the summer of 2024, the world’s

adoption remains economically

in the industry. These studies, lasting

first full-scale installation of Wärtsilä’s

compelling. The stable price differential

from four to six months, involve expert

CCS technology is scheduled to take

between high and low sulphur fuels

engineers researching and designing

place onboard Solvang’s ethylene

ensures that the payback period for

bespoke solutions. The primary aim

carrier, Clipper Eris, to prove technical

scrubber installations has reduced to less

is to assist shipowners in seamlessly

viability and refine the technology. The

than two years for several vessel types.

integrating CCS technology into their

success of this pilot is a precursor to

Additionally, as the cost of new, low-

vessels, in the future.

the commercial launch in 2025 and will

carbon alternative fuels remains high, the

These studies cater to both

demonstrate the technical feasibility of retrofitting CCS technology.

economic benefits of scrubbing are likely

newbuild and existing vessels, providing

to endure for decades.

comprehensive commercial proposals

Moving from the current phase of

for CCS integration. By closely analysing

development, to supporting technology

currently trialling its CCS system in Moss,

a ship’s architecture, Wärtsilä’s experts

adoption at scale, requires huge

Norway, aiming for a 70% CO2 capture

determine how to accommodate the

investments and a sustained effort across

rate, with plans for a pilot installation

power, space, and exhaust requirements

the industry. It is time that we collectively

within the next year. We believe that this

of CCS onboard. This ensures minimal

raise our understanding of the potential

is an initial optimum target, enabling

disruption during potential retrofitting.

this technology promises and recognise

Wärtsilä Exhaust Treatment is

us to balance commercial viability with regulatory targets. Extensive testing

Conducting these studies accelerates

the critical role that it is poised to play in

the initial phases of CCS integration and

the industry’s decarbonisation journey. l

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Decarbonisation

Energy transition requires ‘finding efficiency in all the right places’ An achievable plan for transitioning to shipping’s low carbon future requires recognizing the full scope of challenges and opportunities arising from the energy landscape, writes Ardmore Shipping’s Director of Innovation, Garry Noonan.

N

avigating the ever-evolving landscape of environmental regulations poses formidable challenges for shipping companies, and a strategy for the energy transition is crucial to remain competitive and sustainable in the long run. As regulatory bodies worldwide intensify their focus on sustainability, owners

and operators find themselves grappling with the dual objectives of enhancing the efficiency of their fleets and managing escalating costs.

Within this context, it’s hard for shipowners to make the big calls on their long-term fuel and propulsion choices.

At Ardmore, our roadmap for tracking and reporting our progress is our Energy Transition Plan (ETP) that focuses on identifying and integrating efficiency initiatives that are right for Ardmore’s tanker fleet. This involves the development of alternative fuels, implementation of clean technologies, adopting innovative business models, and working in collaboration with customers who are themselves shifting towards a more environmentally friendly future. While many of these elements are long-term goals, the ETP also explores more immediate avenues to invest in solutions that will increase fuel efficiency and lower emissions in the short-term.

OPTIMIZING IDLE PERIODS Through Ardmore’s ETP, we are constantly identifying and assessing new and emerging technologies that can boost fleet-wide performance. For example, whilst we implemented twelve different initiatives in 2022, we assessed over 100 possibilities.

To start, optimizing the efficiency of vessels

during stationary periods presents

opportunities for significant rely on auxiliary power sources,

energy savings. Anchored or berthed ships often such as generators, to maintain essential systems. Efficient

energy management during these idle phases not only reduces fuel consumption, but also minimizes emissions and operational costs.

To enhance efficiency during stationary periods, we have utilized low-load boiler optimization.

By upgrading the boiler control and burner systems, energy loss is minimized during ignition cycles. Through this process we have seen a remarkable reduction in boiler turndown ratios – which now sit at 5% of the normal load, down from 20%.

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Alfa Laval’s micro boiler solution is also a

matter and residues, ensuring responsible

technology we have embraced. The solution

disposal. Additionally, the system is carbon

harnesses waste heat from generators,

capture-ready, aligning with our anticipation of

supplementing the main boiler when vessels are

future industry trends.

stationary. This has resulted in substantial fuel

FOULING SOLUTIONS

savings – up to a tonne and a half per day. The challenge lies in the space constraints on vessels,

Reduction in biofouling can improve both

but we managed to install one on each of our

fuel efficiency and operational performance,

MR’s during their planned docking periods.

and Ardmore is experimenting with ultrasonic transducers to maintain propeller cleanliness.

ROUTING OUT EFFICIENCY

We are also trialing using this technology to

A key aspect of our approach remains the

improve our speed log accuracy in the long term,

use of energy-efficient technologies across

which contributes to more reliable data for our

our fleet. To date, we have invested in fuel-

performance management system.

efficient engines, advanced hull designs,

Exploring innovations from Seacoat, our

and other technologies that reduce fuel

vessels are also undergoing trials with non-

consumption and emissions.

toxic, durable, and smooth coatings. The aim

This includes Manta Marine’s FuelOpt™

here is to reduce fouling by creating a very

technology, which has been installed across

smooth surface, reducing the adherence of

our fleet. The system is designed to ease the

marine life, while also ensuring easy cleaning

technical burden of greener ship operations as it

without compromising coating integrity.

automates propulsion control, replacing the need

Furthermore, the non-toxic nature of these

for constant monitoring and manual adjustments.

solutions prevents fouling, without causing

Through use of the system, our crew have full

damage to marine life.

control of vessel speed, fuel consumption and/ or engine power, and are therefore able to avoid potential overconsumption of fuel in harsh conditions such as high swells and winds.

TAPPING INTO A NEW ERA OF INNOVATION We are making encouraging progress

Variable speed drives are becoming standard

towards meeting the goals outlined in our

in new builds, driven by evolving industry

Energy Transition Plan, driven by our willingness

requirements. To optimize energy consumption,

to embrace novel concepts, coupled with the

we are embracing this technology, which slows

meticulous evaluation process used to identify

down pumps and fans based on demand. This

the most suitable solutions for our fleet.

‘low-hanging fruit’ in energy efficiency has shown

A wide array of energy-efficient solutions has

promising results, with an average fuel saving of

surfaced in recent years, ranging from advanced

about one tonne per day.

propulsion systems and fuel-efficient engines

As shipping embraces the AI evolution, our

to innovative hull designs. These solutions are

collaboration with DeepSea Technologies has

revealing potential savings in previously untapped

seen the rollout of their AI-enabled voyage

areas, which is proving indispensable to achieving

speed optimization tool across our fleet. This

shipping’s decarbonization objectives.

solution aims to automate the process of

As an industry, we can also make faster

adjusting speed based on market dynamics,

progress by sharing our approach and lessons

balancing the value of time and bunkers,

learned with each other. As the energy

resulting in smarter decision-making.

transition unfolds, we hope other shipping

We are also focused on other sustainability

organisations can also benefit from exploring

solutions, such as the Value Maritime Filtree

the role of innovative technologies in helping

system. Functioning as a sulphur scrubber with a

them to make progress today towards a low-

twist, it filters washwater to remove particulate

carbon future. l

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Education BLUE BOARD LEADERSHIP PROGRAM: Boosting the prowess of maritime directors amid uncertain times

S

erving in the leadership of most business

command, or should command, the attention of

ventures is a tall order – not least against

board-level representatives. The project benefits

the backdrop of international conflict and

from the active support of accomplished

uncertainties that are having huge impacts on

professors (from CBS and other international

the supply chains of global shipping and trade.

universities and business schools), experienced

Tough questions abound daily, sometimes

board members, and partners from EY (who

hourly, and even minute-by-minute over how

contribute their expertise on annual reports and

to react to emergencies and to over-arching

finance issues) and leading law firm Kromann

emerging trends. Even if the right broad

Reumert which has offices in Copenhagen,

strategies are in place, organisations and their

Aarhus, and London.

leaders must be mentally agile enough to adapt

The course works on the premise that developing an appropriate intellectual and

swiftly to circumstances.

It is precisely at such crossroads that there

practical ‘tool kit’ will fortify the prowess

is a need to bring into play a sound reservoir

of each board member so that he or she

of knowledge as the basis for a holistic

can delve quickly and deeply into the tasks

approach to finding solutions. This is where

and problems coming across (sometimes

the distinctive Blue Board Leadership Program

hurtling across) their desks and find ways to

from Copenhagen Business School (CBS) stands

communicate their conclusions with real effect.

ready to help provide the right grounding, to

Much of the narrative they face may be driven

improve sharply the competencies of present

by conflict outside the boardroom arena, but

and future members of ‘blue boards.’

that is what should motivate integrated and

The program is an initiative of CBS Board Leadership Education and the Blue MBA Alumni

exhaustive analysis.

Among topics covered by the Blue Board

Academy and is funded and supported by the

Leadership Program are the ABC of board

Danish Maritime Fund. It offers a robust training

membership (including how to handle the

regime geared to the range of subject areas that

dynamics within individual boards), corporate

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law, legal responsibilities, financial management, succession planning, how to formulate decisions, the vital need for diversity, building the capital base, assessing the global outlook for the maritime industry, geopolitical and societal trends, sustainability, digitalisation, innovation, disruptive business models, cyber risk, cyber security and cyber governance, and supply chain trends.

With the world tearing itself apart in one way or another, and the best-laid plans capable of falling apart, many ‘experts’ are ready with snappy answers.

Unfortunately, those answers usually turn

world, and the widespread economic

surprises. Data can drive efficiencies,

out to be partially or downright wrong.

implications have yet to play out fully.

but do we have the skills to interpret it?

In the past two years, and even

More than at any time in the

Apart from big changes in digitalisation,

more so in the past few months, factors

past few decades, the geopolitical

on the menu for the maritime industry

including the legacy effects of the

situation dictates everyday concerns

are defence against cyber risks, and

Covid-19 pandemic, smouldering and

including security and the vulnerability

the spreading net of international

active wars in Ukraine and elsewhere, the

of markets to disruption. If re-routeing

regulation. It is recognised that directives

force of climate change, a new upsurge

via the Cape of Good Hope of Red

are not uniformly applied: regulators,

of piracy, and intractable inflation, have

Sea traffic goes on for an extended

industry experts and technologists have

heightened the interconnected tensions.

period, it is likely to contribute to delay

much work ahead on such imperatives

The flare-up of developments in

in achieving CO2 emission targets, as

as designing the new framework for

the Middle East is a sharp example of

the longer sailings will require more

autonomous ship operations.

shifting scenarios that pose dramatic

bunkers and push up other costs.

and unexpected consequences

Reports have suggested it might lead

sustainable maritime industry by way

for trade, shipping lanes, demand

to a more than five-fold increase in

of greater voyage optimisation and

for commodities, and pricing. The

CO2 emissions per twenty ft container.

de-carbonisation is the introduction

Simultaneously, on the other side of

of the EU’s Emissions Trading System

numbers involved can grow rapidly

Part of the spur towards a more

(for instance, a rethink has had to

the world the Panama Canal draught

(ETS), the community’s commercial

be made about the routeing of the

restrictions are causing new headaches

lever to mitigate the effects of climate

30% of global container traffic that

for voyage planners, with some services

change, and a watershed as the world’s

normally passes through the region).

arranging partial transits over land.

first major carbon market. To stimulate

Of great concern on all these fronts

the use of renewable and low-carbon

war, has restructured the flow of oil and

is that the data to assess the risks is often

fuels, ships (initially cargo and passenger

other commodities through some of

unwieldy or opaque amid the fog of

vessels of 5,000 gross tons or more) that

the most important waterways in the

hostilities and drama of meteorological

trade to, from or within the 27-nation

That crisis, parallel with the Ukraine

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Education

bloc will have to comply with the ETS;

and at sea where perceived threats in

high-performance boards operate

and with a provision named FuelEU

the shipping lanes, working conditions in

under different governance regimes.

Maritime. The latter mechanism will

some sectors, and bureaucracy over visas are deterring recruitment.

from 2025 impose increasing caps on

All in all, it cannot be denied that

the carbon intensity of fuel. FuelEU

The Blue Board Leadership Programme began in late 2022, drawing on expertise from CBS Executive, which

Maritime portends new collaboration

demands upon, and expectations of,

designs and runs senior executive

among stakeholders, including fuel

current and future ‘blue board’ members

and board governance educational

suppliers, shipbuilders, and shipowners,

are continuously accelerating, presenting

programmes, and the Blue MBA Alumni

to accelerate the affordability and

increasing complexity, unpredictability,

Association, whose members have

availability of sustainable marine fuels.

and volatility, and the need for a tight

graduated at various times over more than

grip on risk management and on aligning

two decades from Copenhagen Business

the right to emit greenhouse gases by

with the Environmental, Social, and

School’s renowned Executive MBA in

buying allowances which are financial

Governance (ESG) agenda which is high

Shipping & Logistics (the Blue MBA).

instruments that can be traded.

in the sights of reputable investors.

The ETS requires that ships pay for

Blue MBA Alumni Association/

A challenging matrix therefore for

Academy chief executive Irene Rosberg

calculate their attained Energy Efficiency

men and women at the helm of business

has said that the Blue Board Leadership

Existing Ship Index (EEXI) to measure

decisions, but an invigorating prospect for

Program has as its starting point the

their energy efficiency and to initiate

all who are passionate about the industry

requirements of the maritime industry,

the collection of data for reporting their

– so let us not despair. The ‘blue boards’

including its many and varied service

annual operational carbon intensity

that navigate skilfully these turbulent

providers, for leadership that has at its

indicator (CII) and CII rating, which will be

waters will take advantage of new market

fingertips a wide and up-to-the-minute

A, B, C, D or E (where A is the best). Any

opportunities, increase financial yields,

variety of skills and abilities.

ship rated D for three consecutive years,

and enhance shareholder value.

Operators of all ships will have to

or E for one year, will have to submit a

Incorporating sound principles

The next Blue Board Leadership Program will take place in two modules

corrective action plan to show how a

and best practice for effective

of four days each: Class of 2025 module

level of C or above will be achieved. This

board membership, the Blue Board

1, December 2-5, 2024; module 2,

is bound to mean that costly remediation

Leadership Program during the

January 27-30, 2025. Both will be at

plans will have to be drawn up for several

eight days of each course explores

Copenhagen Business School, CBS

thousand ships globally.

case studies – around 20 of them –

Board Education, Porcelaenshaven 22, 2000 Frederiksberg, Denmark.

Blue board members are thus

so that participants can learn from

unavoidably among those who have a

successes and from failures. Led by

Further information is available from

big responsibility to drive the targeted

an impressive faculty of two dozen

program directors Kim Vestergaard kv@

reduction by 2030 in EU greenhouse gas

professors, board leaders, advisors,

cbs-executive.dk and Irene Rosberg

emissions of at least 55% compared to

and industry experts, they see how

ir.mba@cbs.dk l

1990 levels, but at the same time they may have in the light of a greater cost of financing their assets and an increased cost of trading in the EU, to adjust their operational policies.

Discussions within the Blue Board Leadership Program are sure to address the big talking point of the past year: the rapid advances in the field of artificial intelligence which could be heralding an age of opportunity in the industry or be a source of problems and unforeseen risks.

Even more important than AI though is what might be called the ‘people question’ and boards will need to focus on harnessing human resources ashore

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Regional Focus Rising to the challenge of energy transition UGS President Melina Travlos with Minister Christos Stylianides

G

reece remains the world’s largest shipowning nation

stakeholders, and inviting all states to support the IMO in its

controlling more than 4,200 vessels totalling over

ambitious work. Her speech became an inspiring reference

330m dwt and 200 million gt, a record amount,

point throughout the Summit’s discussions.

according to figures released by the London-based Greek

“Time flies and yet large challenges remain, and new

Shipping Cooperation Committee (GSCC) earlier this year.

ones are emerging,” said Ms. Travlos. “However, if we can

And that total continues growing, with a 50% surge in

work together to achieve our shared goals, the prize will

newbuilding orders over the past year, the GSCC added.

be greater than the greening of our industry, it will be the

Decarbonisation is clearly a key concern for Greek

greening of all industries. We cannot even discuss, let alone

shipowners, as it is for the rest of the industry, and

succeed, with a global energy transition without shipping

particularly so given Greece’s traditional involvement

and its role as a catalyst in every aspect of socioeconomic

in tramp shipping or cross-trading, where the reliable

change and progress. Shipping has always built bridges for

supply of alternative fuels may not be as guaranteed as

growth and prosperity. This is our purpose, our duty, and

on, say, regular mainstream liner routes. Nevertheless,

our commitment to the world.”

the country’s shipowners remain staunch supporters of

During the Summit, Dimitrios I. Fafalios, Secretary of

IMO’s ambitious targets to reduce greenhouse gas (GHG)

the Board of Directors of UGS and President of Intercargo,

emissions from shipping.

participated in the discussion about the decisive role of

The Union of Greek Shipowners (UGS) took a leading

seafarers in the transition to net zero shipping. It was

role in the ‘Shaping the Future of Shipping: Delivering a

emphasized that seafarers must be trained appropriately

Net Zero World’ Summit, organized in the context of COP

to acquire the necessary skills to use new technologies and

28 climate summit hosted by the International Chamber

alternative fuels on board ships safely–an essential factor in

of Shipping (ICS) in Dubai in December 2023. The industry

protecting human life and the environment.

flagship event featured the participation of over 300 leading

During his participation in the discussion of Ministers,

representatives and government officials from the maritime

Christos Stylianides, the Greek Minister of Maritime

and energy sector, from 30 countries.

Affairs and Insular Policy, highlighted the importance

The President of the UGS, Melina Travlos, stressed

of cross-sector cooperation in achieving the goal of

shipping’s core message about the sector’s decarbonisation:

decarbonising shipping. He stressed the need for

the imperative need for cooperation and coordination of all

collaboration among all parties involved, including

parties involved in the transport chain, for the achievement

energy producers, equipment manufacturers, port

of the goals of the IMO, underlining the importance of a

authorities, and the shipbuilding community, to develop

unified approach among governments, regulators, and

practical and realistic solutions. l

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Greece Report

Leading Greek shipowners partner with LR on Maritime Emissions Reduction Centre

F

ive leading Greek shipowner companies are

the Maritime Emissions Reduction Centre in Athens will

collaborating with the Lloyd’s Register (LR) Maritime

support our industry to evaluate and implement existing

Decarbonisation Hub to set up a not-for-profit global

and new solutions.”

Maritime Emissions Reduction Centre (M-ERC) in Athens

Elina Papageorgiou, Lloyd’s Register’s Global

that will focus on optimising the efficiency of the existing

Director for Strategic Goals and VP for Greece & Cyprus,

fleet. The five Founding Members of the M-ERC are

explained to SMI that the LR Maritime Decarbonisation

Capital Group, Navios Maritime Partners, Neda Maritime

Hub, established in 2020 with a strong presence in

Agency, Star Bulk and Thenamaris.

Greece, is a joint initiative with the classification society’s

At the time of the announcement in February,

unique charitable umbrella body, the Lloyd’s Register

Evangelos Marinakis, Chairman and Founder, Capital

Foundation. It aims to “steer thought leadership in terms

Maritime & Trading Corp. said: “We are proud to be a

of the upcoming energy transition” by creating projects

part of this alliance that aims to establish an ecosystem for

and collaborations to accelerate decarbonisation, and

research and innovation in the shipping industry in Greece.

covers not only work on the technical side but also

Energy transition in the shipping industry is a challenge

considerations of “community and investment readiness”,

that necessitates collective forces.”

bringing together a broad range of stakeholders outside

Angeliki Frangou, Chairwoman of the Board and CEO

ship operating circles such as charterers, ports and fuel

of Navios Maritime Partners LP commented: “Navios

providers. Examples of the Hub’s collaborative efforts

believes in the fundamental importance of developing

include the Silk Alliance to build a network of ‘green

appropriate technologies and solutions for reducing

corridors’ out of Singapore, and the work conducted with

carbon emissions. As responsible members of the global

the Sustainable Shipping Initiative on ‘Green Steel’.

community, we continue to investigate novel approaches

Creation of the M-ERC was thought necessary to

for solving this complex problem. We are delighted

focus on the existing fleet and “what can be done

to collaborate with Lloyd’s Register, and we hope our

today” in terms of optimisation for meeting the IMO’s

collective efforts will bear fruits in the short term.”

decarbonisation goals of 2030, ahead of those of 2040

Nikolas Martinos, CEO, Thenamaris, added: “There

and 2050, she continued. This will mean an emphasis on

is a pressing need to identify and implement safe and

retrofit solutions given that many shipyard slots are full

practical solutions as we transition to the fuels and

until 2027/8 and the existing orderbook today is mostly for

technologies of the future. As a Founding Member of

vessels using conventional fuels.

the M-ERC, Thenamaris is committed to being an active

Athens was chosen as base for the M-ERC “primarily because of the broad range of ship types controlled

partner in this initiative.”

“Energy saving technologies and operational

by Greece’s owners”, Papageorgiou explained, which

practices will play the primary role in delivering the 30%

together represent some 20% of the world fleet and 60%

reduction of emissions targeted by the IMO in just six

of the European one. But it is planned to later expand to

years from now,” pointed out Nick Brown, LR CEO. “So,

other locations and widen membership to include other

we need to make every upcoming drydocking count and

stakeholders, she added, with an announcement to this

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Athens was chosen as base for the M-ERC “primarily because of the broad range of ship types controlled by Greece’s owners” Eleni Papageorgiou, Lloyd’s Register

effect and details of initial M-ERC projects expected to be announced in the coming months.

The LR executive stressed that the M-ERC is

Representatives from the M-ERC founding members at the launch event (l to r): Spyros Capralos, Chairman of BoD Star Bulk; Michael Lykiardopulo, Principal, NEDA Maritime; Nick Brown, CEO, LR; Angeliki Frangou, Chairwoman of the Board and CEO of Navios Maritime Partners LP; Evangelos Marinakis, Chairman and Founder, Capital Maritime & Trading Corp; and Nikolas Martinos, CEO, Thenamaris

intended “for the greater good of the industry” rather than the competitive advantage of any individual companies. The five founding members are all shipowners that LR is already working with across a wide range of areas she added, an area where LR has a technical consultancy arm with broad-ranging expertise.

Lloyd’s Register has some 180 employees based in Greece, including 30 working in digital arm LR OneOcean which operates one of the industry’s largest digital solutions for over 22,000 vessels and also provides “support for decarbonisation on the digital side of things”. Global Directors of several of LR’s sectoral teams – including Tankers, Bulk and Gas – are all based in Greece, as is the Newbuilding team and Global Technical Client care. “Lots of global positions are here, and that’s because of the pace of the market and the conversations we’re having here.

“There has been much progress on addressing energy transition challenges in the past two years,”

Angeliki Frangou shakes hands with Philippa Charlton, Chief Marketing Officer, LR, with Natassa Kouvertari, Decarbonisation Programme Manager, LR Maritime Decarbonisation Hub, also pictured (far left)

Papageorgiou concluded. “Then there were a lot of unknowns but there’s a lot more known today. Collaboration is key and the M-ERC gives an opportunity to develop that. A lot of strategy and investment in LR has been based on this. We have a lot of ways to support that conversation and much experience on working different fuels. We want to push that envelope as a trusted partner towards practical solutions that we can then bring to bodies like the IMO for endorsement as a safe and sustainable means of energy transition for the maritime industry.” l

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Greece Report

ABS steps up to the challenge

By Elias Kariambas, Vice President, Regional Business Development, Greece, ABS

D

ecarbonization and the energy transition present

real capability and knowledge from these bodies on topics like

a global challenge and the local Greek shipping

safety, machinery and environment.

market is no different. Shipowners must achieve

In addition, ABS organises regular events and seminars in

a once-in-a-generation change with two core elements;

Greece providing updates and insight into industry issues, while

reduce their own carbon emissions and embrace the

our experts participate in all major events and conferences. The

emergence of new value chains.

office also participates in numerous European Union-funded

Greek shipowners have responded with orders for conventional and dual fuel tonnage as well as ships that will carry the emerging cargoes of the energy transition:

research projects aimed at fostering a safer, more efficient, lower carbon industry.

Our strategy for the Athens office is always to differentiate

ammonia, methanol, and CO2 itself. In the process they

ourselves from the competition, providing the best possible

are demonstrating their endlessly innovative approach of

service and solutions.

responding to the prevailing environment and capturing the

To respond to the needs of shipowners we have to innovate; establish new departments and services and be the

commercial opportunity.

In response ABS has invested in broadening the

leaders in the service we provide. As competition increases it is

capabilities of the Athens office, drawing on specialists to

important that we improve every day and move continuously

create world-leading centers in sustainability, ship systems

forward. For that we have to always be close to clients and give

and digital capability.

them reasons to be with ABS; because we are proactive and

Our Global Sustainability and Regulatory Affairs services are run from the Athens office, with specialists on hand to provide

responsive as their technical advisor and safety partner.

Another important issue is to draw on the most

advice across a range of subject areas. We have personnel

experienced, best-educated personnel and retain them, as well

dedicated to sustainability and performance, while three

as being attractive to potential those graduating or seeking to

engineers represent ABS to IACS and two to IMO to provide

join an organization with exciting prospects. l

HELMEPA launches energy transition project METAVASEA For over four decades, the Hellenic Marine Environment Protection Association (HELMEPA) has been spreading the spirit of voluntary environmental commitment worldwide and contributing to the training of more than 33,000 seafarers and shipping professionals.

Now HELMEPA has launched a landmark new METAVASEA (from the Greek word ‘metavasi’ meaning ‘transition’) project, announced at last December’s COP28 by the US State Department as one of the 50 new entries of the Green Shipping Challenge.

METAVASEA places the human element at the heart of maritime decarbonisation through the training and upskilling of 1,500 seafarers, shipping professionals, and port workers in new fuels, digital awareness, sustainability, and soft skills. It also seeks to boost the involvement of shipping companies and ports in maritime decarbonisation initiatives, offer insights into shipping and community readiness for new fuels, and raise climate awareness generally in the East Mediterranean – a climate change ‘hot spot’.

The project is supported by Lloyd’s Register Foundation, and brings together six partners, 12 associate partners and 60 supporting organizations in Greece, Cyprus, and the wider East Med. l

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with Costas Th. Kontes, Managing Director, V.Ships Greece

SMI) Please describe the scope and size of the V.Ships Greece operation and the profile of your clients.

CK) V.Ships Greece is currently operating close to 80 ships belonging to some 20 different clients, plus we have

CK) Having been in this business a number of years,

another 150 vessels under crew management. Vessel types

V.Ships has been able to develop an in-house platform

include contanerships, bulkers and tankers.

called ShipSure, which has been central to our collecting

We are the largest independent third party manager

and sharing data and delivering insights to clients over the

in Greece, both in terms of the number of vessels and

last 15 years. This can provide both clients and individual

number of shore-based employees here, close to 80,

vessels with any information they need on matters such

serving the local market.

as crew, finance, safety, procurement and more. It’s an

Our clients are about 90% Greek and include a variety

integrated ERP (Enterprise Resource Planning) system with

of different types of owners, from large owners that also

capabilities to connect with every other software or tool in

have their own in-house management departments for

the market.

whom we provide incremental services, to typical small

ShipSure allows us to provide the right amount of

owners with just one or two vessels for whom it’s not

information to stakeholders so they can make the right

sustainable to have their own in-house management

decisions. It builds up BI (Business Intelligence) reports

operations. Another type of client is the investor who is in

through the data that each ship generates, with a

shipping purely because they saw it as the right time in the

dashboard functionality to identify elements of concern.

cycle to enter. Then there’s the client that has decided to

We strongly believe in the importance of the human

benchmark itself against other technical managers

element but feel it needs the assistance of an automated

SMI) What do you see as the main advantages of third

system to help ensure the right decisions are made.

SMI) Can you please give some examples of

party management?

CK) The biggest advantage is the obvious one of economies of scale, particularly when it comes to

reference clients?

CK) Our biggest client is Costamare where we have

purchasing items. Then there’s the fact that we have

enjoyed a partnership over many years and currently

been able to invest in our platform and systems in order

manage over 40 ships. We have helped them both on the

to support our clients, which is especially important at

container side and on the bulker side when they decided

times of new regulations and when there’s any crisis in the

to invest in that ship type. Other major clients include

market. Also we operate in 18 different locations around

Seanergy, publicly listed in the US, and Empros Lines.

the world, using the same systems in every office, and we have a huge crewing network. These are all elements our SMI) How are you helping clients harness the full

them with the right studies in what they need to invest. We have a consultancy called V.ERDE (Vessel Emission Reduction

benefits of digitalisation?

Ship Management International

is V.Ships Greece assisting?

CK) We are working closely with our clients, providing

clients appreciate.

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SMI) And on the big challenge of decarbonisation, how

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& Decarbonisation Enhancer) with a team of people with the

future. We see many owners who are operating on a small

technical expertise able to provide solutions for our clients’

scale entrusting operations to us in this way – it’s win-win

needs, on meeting the requirements for these new fuels and

situation for both partners.

new regulations like the EU ETS (Emissions Trading System).

This is currently the single biggest point of concern for our Greek clients. Here we have partnered with Aither, which

SMI) Is third party management in general on the rise in Greece?

CK) Yes, definitely. The younger generation has a lot of

provides carbon trading solutions for shipowners, and built

people with a that are more interested in the business side

up a product that supports our clients and provides the

of things, with a new mindset to those of the past, and that

data they require in claiming from charterers the allowances

brings ship managers into their zone of interest.

that they need. So we have the organisation behind us to support all these initiatives.

For example, we started V.Ships Greece back in 1994 but third party management in Greece was at a very early

SMI) Some believe the challenge of decarbonisation

stage then so we decided not to manage any ships out of

may lead to the demise of the small Greek ship owner/

Greece. The first ones we did manage was in 2013 when

operator? What are your views on this?

we started our partnership with Costamare. Twenty years

CK) It depends on how you define that. If you mean a

later, in December 2023, we were managing 98 ships – a

small owner that manages their vessel(s) only on their own,

number that has since dipped (to 80) because of a number

then I think that is a challenge and not really sustainable.

of ships sold in this good market.

But if you mean a small operator doing the commercial

It’s remarkable to have seen such steep growth in

part of the business while using he platform and scale

what’s probably the most difficult market for outsourcing.

of an organisation like V.Group to manage the vessels,

SMI) Thank you very much for your time and insights,

then I think that is something that will continue for the

Mr Kontes. l

V.Ships Greece office with Costas Th. Kontes at the helm

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Greece Report

2 Minutes with Ioannis Marinakis, Marketing manager, Kyvernitis Travel Group

Q) Please describe your company and the scope of its activities, as well as any milestones in your development.

Kyvernitis Travel Group, marking its 50th anniversary in 2024, stands as a leader in Greece’s travel sector, with a rich legacy since 1974. Our team of over 130 professionals delivers exceptional services in Crew and Business Travel,

concerns into crew travel. These challenges have

Meetings and Incentives, Sports and Events, and Luxury

necessitated a more vigilant approach to monitoring

Leisure Travel. A pivotal moment in our history was

developments, adapting travel plans swiftly, and prioritizing

the strategic acquisition of the American Express GBT

the safety of crew members while ensuring operational

office in Greece in 2021, a testament to our growth and

efficiency. Our team is committed to maintaining seamless

commitment to excellence. We pride ourselves on values of

travel logistics amidst these complexities.

trust, integrity, innovation, and customer-centricity, driving us to surpass expectations and set industry standards.

Q) Are decarbonisation and the desire to cut emissions impacting clients’ travel choices and if so,

Q) Are there any particular challenges in providing crew travel for Greek shipowners, and what advantages do you as a Greece-based company have?

Greek shipowners, particularly those involved in tramp

how are you able to cater for this?

The global push towards decarbonisation is increasingly influencing our clients’ travel decisions. In response, Kyvernitis Travel Group works closely with clients to promote sustainable

shipping, face significant challenges due to irregular routes

travel practices. This includes offering carbon offset

and unpredictable schedules. Coordinating efficient crew

programs, advocating for energy-efficient travel options,

travel under these conditions requires high adaptability and

and implementing nature-based solutions. Our dedication to

expertise. As a Greece-based company, Kyvernitis Travel

reducing emissions is aligned with our clients’ environmental

Group leverages extensive local knowledge and strong

goals, reflecting our commitment to sustainability.

relationships with shipowners to deliver bespoke crew travel solutions that address these unique challenges effectively.

Q) Are there any other points that you would like to bring to the attention of SMI readers?

Q) How has the crew travel market generally and

At Kyvernitis Travel Group, we are continuously pushing

the complexities of your business been affected by

the envelope on innovation, transparency, and climate-positive

recent geopolitical disruption?

actions. Our forward-thinking approach positions us as a

The recent geopolitical events, including the Russia-

pivotal partner in the travel industry, ready to meet future

Ukraine conflict and Red Sea crisis, have introduced

challenges and opportunities with cutting-edge solutions and a

significant uncertainty, travel restrictions, and safety

commitment to sustainable practices. l

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Greece Report

Harbor Lab and 90POE join forces

I

n a strategic alliance aimed at providing greater efficiency and transparency of port call operations for clients, Athens-based Harbor

Lab recently announced it was strengthening its longstanding collaboration with 90POE (90 Percent of Everything) by joining forces.

Harbor Lab is a global leader in centralising and simplifying port cost management via its robust platform, while 90POE (90 Percent of Everything) is developer of the next generation platform OpenOcean STUDIO.

HEMEXPO links with DNV over energy-saving devices

H

EMEXPO, the Hellenic Marine Equipment Manufacturers and Exporters association, is committed to delivering environmentally friendly solutions and services to support

Under the collaboration Harbor Lab will

shipping’s green transition. Its member companies offer sustainable

bring its expertise in optimising, digitalising,

technology including energy-saving devices, friction-reducing hull

and streamlining the disbursement account

coatings, shore connection facilities and carbon capture systems.

analysis process, a historically complex and

In late 2023 HEMEXPO reached an agreement with DNV for

time-consuming aspect of shipping operations.

the classification society to assess the energy-saving devices (ESDs)

Its full suite of solutions delivers value across the

produced by its member companies.

entire port call management, ensuring quick and

Under the terms of the agreement, DNV reviews a makers list

accurate port cost estimates, reliable validation

provided by HEMEXPO to confirm ESDs that fall in the category of

of actuals, efficient payments, and expedited

energy saving devices and describe the regulatory metrics - i.e., the

claims process through technology, transparency,

Carbon Intensity Indicator (CII) and the Energy Efficiency Existing Ship

and automation.

Index (EEXI) - they influence.

90POE’s OpenOcean STUDIO, is a dedicated

“Our agreement with DNV is a significant breakthrough as

platform built by the industry, for the industry,

it aligns closely with the need for an international standard on

which enables ship owners, operators, and

ESDs, and HEMEXPO’s endeavours to encourage the marine

managers to transform their entire maritime

equipment industry’s transition towards green solutions,” said Eleni

operations with a comprehensive solution for

Polychronopoulou, HEMEXPO President (pictured, centre, with other

operational and commercial management whether

HEMEXPO board members).

on-board, on-shore or on-the-go.

Chara Georgopoulou, Head of the Maritime R&D and Advisory

The two companies say key benefits of the

and Onboard CCS (Carbon Capture Systems) Manager for DNV

integration will include: streamlined port call

Greece, commented: “ESDs can be instrumental in helping to

planning and coordination; enhanced transparency

reduce fuel use, cut greenhouse gas emissions and fully contribute

in operations throughout the port call process,

towards compliance. For wider adoption however, the industry

allowing clear insights into agent appointments

needs confidence in the technology. By working together to review

and disbursement activities; and optimised port

HEMEXPO member products, DNV is proud to help build this

expenses at the same time as reduced operational

confidence and ensure that the shipping industry can use ESDs to

workflows, leading to substantial cost savings and

meet its decarbonisation goals.” l

time efficiency. l

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Greece Report

Bureau Veritas spearheads sustainable maritime solutions in Greece and Cyprus

By Paillette Palaiologou, Vice President, Marine & Offshore Division SEEBA Zone, Bureau Veritas Group

I

n the heart of the Mediterranean lies a region rich in

the replacement of turbochargers and propellers, BV has

maritime tradition and innovation: Greece and Cyprus.

empowered MSC Cargo to enhance the performance of their

Through strategic partnerships and pioneering initiatives,

vessels while reducing their environmental impact. These

Bureau Veritas (BV) is helping shape the future of shipping

initiatives, carried out in cooperation with global technology

in the region, ensuring compliance with regulations while

leader Wärtsilä, demonstrate BV’s holistic approach to

fostering environmental stewardship and operational

eco-friendly solutions, encompassing both operational and

efficiency. With a keen eye on the evolving challenges and

technological enhancements.

opportunities facing the industry, BV is collaborating with key

BV partnered with MSC Cargo once again to facilitate a

stakeholders across supply chains to drive decarbonisation

retrofit project for the use of LNG and ammonia as alternative

efforts and shape a better maritime world.

fuels on existing NeoPanamax containerships. By leveraging

One noteworthy endeavour exemplifying BV’s commitment

expertise from Wartsila and Wartsila Gas Solutions, BV and

to cutting-edge solutions that not only enhance operational

MSC Cargo are leading the charge in transitioning towards

efficiency but also reduce environmental impact, is the

cleaner energy sources in maritime transportation.

application of BV’s SMART notation to the fleet of ship

Furthermore, Naftomar’s latest venture, supported by BV,

management company Laskaridis Shipping. This notation

marks another significant milestone in the region’s maritime

recognises the high level of digitalisation deployed to

landscape. The initiative involves the construction of four Very

enable the fleet to closely monitor and optimise operations,

Large Gas Carriers (VLGCs) and Very Large Ammonia Carriers

contributing to both business success and emissions reductions.

(VLACs), equipped with dual-fuel LPG capabilities. Their

BV’s collaboration with Laskaridis doesn’t stop there. In a

forward-thinking approach extends to a Joint Development

groundbreaking project, BV supports the pilot installation of a

Project with Hanwha Ocean, aimed at designing a fuel gas

methanol-fuelled fuel cell on a bulk carrier. This initiative serves

supply system compatible with ammonia for potential future

as a pioneering effort to explore the feasibility of utilising fuel

retrofits. With these vessels poised to engage in the trade of

cells on board vessels, as well as the safe handling of methanol

green ammonia, this ambitious undertaking underscores the

as a fuel. Through rigorous testing and risk analysis, BV ensures

region’s commitment to embracing renewable energy sources

the viability and safety of alternative fuel sources, paving the

and fostering sustainable growth within the maritime industry.

way for future advancements in sustainable propulsion systems.

Moreover, BV’s strategic partnerships also extend to

Bureau Veritas’s activity in Greece and Cyprus epitomises its commitment to advancing sustainable maritime solutions.

industry giants like MSC Cargo. Several retrofit projects

Through validation, certification, and collaboration, BV

underway aim to optimise vessel efficiency when operating

ensures the integrity and safety of emerging fuels and

at lower speeds than they were designed for. By focusing

technologies, thereby fostering trust and transparency along

on the radical derating of main engines, combined with

the supply chain. l

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Helping owners comply with emissions regulations

By Theophanis Theophanous, Managing Director of BSM Greece

O

n 1 January 2024, shipping officially joined the

and data analytics managed by our Fleet Performance Centre

EU ETS (Emissions Trading System). With it

(FPC), we are helping our customers to optimise voyage

emerged a comprehensive set of responsibili-

efficiency, environmental sustainability and compli-ance while

ties, accompanied by significant financial implications for

cutting OPEX, manual reporting and performance claims. Our

shipping companies.

team of experts uses smart technologies to continuously track

Bernhard Schulte Shipmanagement (BSM) offers ship

and analyse carbon emissions. We identify patterns, trends,

owners and oper-ators a wide range of services, from

and inefficien-cies to develop data driven decarbonisation

standard emissions reporting to in-depth management of

strategies and take correc-tive actions to reduce emissions.

the EU ETS obligations on behalf of the owner. This includes

We also work with smart technologies and artificial intelligence

providing regulatory consulting, account creation and

to enhance the efficiency of energy manage-ment, emission

management, reviewing commercial agreements, trading, and

monitoring and data analysis.

EUA custody services.

Decarbonising the shipping industry has long reached

Whether it is the EU ETS, CII (Carbon Intensity Indicator),

non-debatable status. Environmental regulations such as

or EEXI (Energy Efficiency Existing Ship Index), new regulations

the EU ETS and the CII rating scheme are just the start. The

and measures aiming at minimising the shipping industry’s

European Commission’s ‘Fit for 55’ legis-lative package

carbon emissions call for a more proactive approach

includes additional regulations, such as FuelEU, that are still

towards managing carbon intensity while en-couraging

being developed.

data transparency. At BSM, our aim is to enable our crew,

Meanwhile, the IMO is looking into market-based

shipowners, and charterers to make data driven decisions

measures similar to those of the EU. Proposals have been

for most effi-cient vessel operations that reduces their

submitted and are under review. For this reason, we

environmental impact and thus costs and comply with or even

continue improving our smart technologies to track and

go beyond the requirements of in-ternational regulations.

analyse carbon emissions. By doing so, we not only ensure

Through a holistic process of vessel performance monitoring, decarbon-isation management, data collection

compli-ance but also devise decarbonisation strategies aiming to lower both emissions and costs. l

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Cyprus Report

Cyprus stresses its

green credentials

T

he maritime community in Cyprus shares a close

new innovative, state-of-the-art ships equipped with cutting-

affinity with that of neighbouring Greece, both in

edge technologies.”

terms of shared historical and social links as well as

The Cyprus Shipping Deputy Ministry is doing its bit to

a strong ideological commitment to the decarbonisation

support ship owners on the pathway to decarbonisation and

goals of both the IMO and European Union - as befits

incentivise the use of such technologies. As of January 2024,

two of the EU’s three largest shipping flags and Europe’s

annual tonnage tax is being reduced by up to 30% for each

premier shipmanagement centre.

vessel that demonstrates measures to reduce its environmental

The importance of the shipping cluster was reinforced this year when the President of the Republic of Cyprus, Nikos Christodoulides, appointed two advisory committees

impact, ensuring shipowners are rewarded for their sustainable shipping efforts.

Cyprus-based ship owners and managers are certainly

to help the Shipping Deputy Ministry further “elevate the

rising to the decarbonisation challenge. For example,

competitiveness of the Cyprus flag and the entire maritime

Lemissoler Navigation under Chairman and CEO Philppos Philis

cluster.” The move coincided with the 35th anniversary of the

– former President of both the CSC and of ECSA (European

Cyprus Shipping Chamber (CSC), which remains an active

Community Shipowners’ Associations) - is collaborating with

participant in both IMO and EU shipping committees.

China’s SDARI (Shanghai Merchant Ship Design & Research

Announcing the committees, President Christodoulides stressed that “the entire shipping industry has embarked on

Institute) and ABS on the design of the first methanol-fuelled ultramax bulk carriers to be built in China.

a profound journey of change, defined by two transformative

Mastermind Group under Capt. Eugen Adami - another

challenges – automation and decarbonisation. … To navigate

former CSC President and prime mover behind the Adopt-A-Ship

this shift successfully, it is vital for the shipping industry to

initiative to familiarise schoolchildren with shipping – has also

proactively embrace and incorporate these advancements

ordered smaller, methanol-capable dual fuel bulkers of 43,000dwt.

into their fleets. This begins with optimising energy efficiency

In addition, Cyprus based-shipowner and alternative

of existing vessels by incorporating innovative technological

investment fund Pelagic Partners, together with Borealis

mechanisms and extends to the development and funding of

Maritime, has just bought two 2021-built Platform Supply Vessels said to represent the best-in-class PSVs available in the

Shipping Deputy Minister Marina Hadjimanolis

market., both dual-fuel ships capable of operating on lower carbon LNG, as well as being ammonia-ready. The sister vessels are also fitted with hybrid battery power and shore poer connections. Pelagic was set up as an offshoot of Germany’s Hartmann Group, former owners of Limassol-based ship manager Intership Navigation - which in January was subject of a management buyout by long-term CEO Dieter Rohdenburg, also a Vice President of the CSC. Meanwhile, a special event was held in Athens in early March to celebrate the 60th anniversary of the establishment of the Registry of Cyprus Ships – originally considered something of a ‘second register’ for Greek owners. In her speech, the Shipping Deputy Minister, Marina Hadjimanolis, referred to the

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Issue 108 March/April 2024

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Issue 108 March/April 2024

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Cyprus Report

evolution of the Registry throughout the years and to the advantages of Cyprus as a flag state. The dinner saw a strong turnout among the shipowning community of Greece, reaffirming the long-standing and steady support to the Cyprus Ship Registry - as indicated by the island’s other shipowner body, the Cyprus Union of Shipowners (CUS), which unites Greek owners of Cyprus-flagged tonnage.

“Facing the global issue of decarbonisation, we are committed to contribute significantly by actively participating in several projects and exploring the potential

President of the Republic of Cyprus, Nikos Christodoulides

of alternative fuels,” says Andreas Hadjipetrou, Managing Director of Columbia Shipmanagement (CSM). “We view our adherence to EU regulations not only as a legal obligation but also as a strategic alignment with a sustainable future.

“Regarding the European Union Emissions Trading System (EU ETS), we stand prepared to support our partners by providing the necessary monitoring, reporting, and verification of greenhouse gas emissions as mandated by the EU MRV regulation.”

Innovation is “a cornerstone” of CSM’s commitment, Hadjipetrou continues, as exemplified by its involvement in projects such as NH3CRAFT and BlueBARGE. NH3CRAFT aims to develop a safe and commercially viable technology for the onboard storage of ammonia as a marine fuel, while BlueBARGE focuses on designing an energy barge to supply electricity to ships, with a modular and scalable approach geared towards reducing emissions.

CSM is also actively participating in the European Union tender to develop largescale liquid hydrogen containment for shipping, he adds, as well als overseeing the construction of five Super B-Class vessels equipped to utilize multiple fuels including methanol, aligning with the highest automation and emission standards. “These vessels not only meet IMO regulations for emissions and sustainability,” he says, “but also exemplify our dedication to environmental protection.

CSM’s state-of-the-art Performance Optimisation Control Room (POCR) is fundamental to the way the shipmanagement company helps partner shipowners with their decarbonisation challenge.

“Meticulously adhering to ISO 9001 standards, and functioning 24/7, 365 days a year, the POCR stands at the forefront of leveraging advanced technologies to monitor vessels in real-time,” explains Hadjipetrou. “Strategically positioned across three key hubs - Cyprus, India, and the Philippines - POCR harnesses cutting-edge AI and machine learning technologies to optimise navigational, operational, and commercial performance. Through this integrated approach, it delivers a seamless solution for decarbonisation while enhancing the overall experience for all maritime stakeholders.

“By optimising every facet of maritime operations, POCR contributes significantly to reducing carbon emissions and advancing sustainable practices within the industry.”

As far as Greek shipping is concerned, that market is becoming “more and more integrated and absorbed within the larger global logistics and transportation network,’ the CSM MD observes, and Columbia is becoming increasingly involved, offering integrated maritime solutions. “Our Greek office is one of the fastest expanding of the Group,” he says, “and is emblematic for Columbia’s ambition to offer ‘second-party’ ship management.

“Greek owners can of course benefit from Columbia’s Performance Optimisation Control Room (POCR) which offers real-time 24/7 fleet monitoring, customisable performance alerts, and comprehensive monitoring for all aspects of vessel performance. The system is available on mobile platforms, providing users with fleet position, status, and technical data.

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Andreas Hadjipetrou, MD, Columbia Shipmanagement and CCO, Columbia Group

Cyprus Report

“The POCR is an independent

“At Columbia we are here to

to sustainability ensures that we

service accessible to any operator

support our clients with this costly and

continuously seek innovative solutions

from anywhere in the world, regardless

complicated transition,” Hadjipetrou

to minimise environmental impact while

of prior relationships with Columbia

concludes, “which we can help tailor

maximising operational efficiency.”

Shipmanagement,” Hadjipetrou adds.

to each and every vessel type, taking

Matrix is also actively involved

In fact, CSM’s POCR is now a

into consideration the trading pattern

with the Cypriot Authorities to ensure

member of the OneLink consolidated

for individual vessels and in some

compliance with the new EU ETS

online platform, which brings together

cases fleets of vessels. Furthermore,

regulations affecting the shipping

various vessel performance-related

we hold the advantage of a large pool

industry this year. “We are available to

services in one place – including engine

of well-trained competent crew, which

ship owners to guide them through this

performance, bunker, lube oil, weather

will be ready to handle these new

complex set of new requirements to the

routing, emission data and more.

fuels and technologies.”

maritime industry,” says Dobson.

“By consolidating the software’s and services under one umbrella,

As regards the recent escalation of

Mike Dobson

disruptive events in the shipping industry,

Onelink helps shipowners and ship

such as the Russia-Ukraine conflict and

managers decarbonise their fleets

Red Sea crisis, Dobson confirms that

by providing a single platform for

“this has indeed presented challenges

managing navigational, operational,

for our business operations. Events like

and commercial performance,” explains

these have highlighted the importance of

OneLink MD Capt. Pankaj Sharma

robust risk management strategies and

(formerly CSM’s Group Director Digital

contingency planning.

“We source a considerable number

Performance Optimisation). “This integration can lead to improved

of Ukrainian crew for our managed

efficiency, reduced emissions, and better

vessels worldwide, and the severity

decision-making for fleet management.”

of the logistical challenge the Russian invasion has impacted on these

OneLink is fast growing its business

movements should not be understated.

in both Cyprus and Greece outside of

Matrix Ship Management (MSM)

Columbia, Sharma adds, including “a

is a leading maritime service provider

significant contract with a distinguished

specialising in comprehensive ship

extensive network and experience

Greek client” secured this year. “I would

management solutions. The company’s

in the industry enable us to mitigate

like to emphasise how our innovative

activities encompass various services,

risks and provide timely solutions to

one-stop-shop solution OneLink

including technical management,

unforeseen circumstances effectively.”

enhances service delivery, catering

crew management, crew travel, and

Moreover, being a Cyprus-based

effectively to clients of all sizes and

consultancy services for many types

company confers several advantages,

keeping us competitive in the evolving

of vessels worldwide. With a focus on

he adds, including the island’s “strategic

global shipping market,” Sharma

efficiency, safety, and sustainability,

geographic location at the crossroads

tells SMI. “Our focus on individual

the company says it strives to deliver

of Europe, Asia, and Africa, providing

shipowners remains paramount, ensuring

superior performance and add value to

easy access to major shipping routes and

personalised service despite growth.”

its clients.

markets. “Additionally, Cyprus boasts a

However, he points out that “our

Mike Dobson, Group Commercial

favourable regulatory environment, with

predilection for tramp shipping makes it

Director, says the MSM is committed

a well-established legal framework and

harder for Greek owners to decarbonise

to supporting ship owners in their

supportive government policies for the

operations, CSM’s Hadjipetrou points

decarbonisation efforts through

maritime sector, he points out, and is

out that their adoption of more

various means. “One example is our

renowned for its maritime expertise and

expensive alternative fuels “will only

implementation of advanced monitoring

infrastructure, including first-class registry

happen when these become available at

and optimisation systems onboard

and service providers.

major bunker hubs around the world”.

vessels to improve fuel efficiency and

One issue that Dobson says he

In addition, once the carbon transport

reduce emissions. Additionally, we work

would like to highlight is “the importance

storage infrastructure is in place, he

closely with owners to explore alternative

of collaboration and innovation in

expects to see various carbon capture

fuel options such as biofuels and retrofit

addressing the evolving challenges

technologies becoming viable for vessels

vessels with energy-efficient technologies

facing the shipping industry. As

on certain routes.

like scrubbers. Our proactive approach

technology continues to advance and

On the question of whether a

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Despina Panayiotou Theodosiou

regulatory requirements evolve, it is imperative for stakeholders

the CEO continues. “We go beyond supporting ship

across the maritime ecosystem to work together to drive

operators, we actively manage every aspect of connectivity.

positive change and ensure the industry’s sustainability and

We ensure that clients have uninterrupted data flow, and

resilience. At Matrix Ship Management, we are committed to

enable seamless communication, from the complex process of

fostering partnerships, embracing innovation, and leveraging

selecting the most reliable solutions to working with them for

digitalisation to enhance efficiency, safety, and environmental

their continued security.

performance throughout the maritime value chain.”

“Connectivity is going to play a pivotal role in delivering the

“A significant aspect for us involves the orchestration of networks, going beyond having hybrid systems onboard.

zero-carbon future that the shipping community is committed

We coordinate and manage diverse network resources and

to achieving,” says Despina Panayiotou Theodosiou, CEO of

components to work seamlessly together. This is especially

Cyprus-based Tototheo Maritime. “We are actively addressing

relevant in complex environments like on a ship. There is a

the challenges of decarbonisation through innovation,

pressing need to identify and allocate the right channels for the

leveraging our advanced hybrid network solutions and

right services, and to proactively handle the demand for data.

Efficient orchestration of multiple networks onboard ships

specialized software platforms.

“For example, by integrating LEO and GEO satellite

requires a holistic approach, one that acknowledges the unique

services with 4G/5G networks, we enhance data exchange

challenges of maritime environments and it involves leveraging

efficiency, enabling real-time monitoring of vessel operations.

advanced technologies and robust cybersecurity measures to

This critical insight allows for operational optimisation, leading

deliver connectivity that is both reliable and secure.

to reduced fuel consumption and supporting informed

“At Tototheo Maritime, our commitment is to ensure that our clients can effectively navigate and capitalise on the

decision-making.

“Moreover, we have developed specialised platforms

opportunities presented by this dynamic communications

like TM Synergia, that offers a comprehensive suite for

environment,” the CEO concludes. “Our strategic approach

managing and reporting carbon emissions, compliant with EU

aims not only to enhance safety, efficiency, and sustainability in

ETS and CII. This simplifies the integration of environmental

maritime operations but also to position our clients for success

compliance into daily operations. Another specialised

in an increasingly digital and interconnected world.”

platform is PERSEUS, which aligns ports and vessels to

Insurance broker and risk manager Marsh Cyprus traces

achieve just-in-time operations, thereby reducing emissions

its presence on the island back to 1989 when HSBC set up an

from waiting times. The platform also provides situational

office there (as Gibbs Hartley Cooper) in reaction to the growing

awareness, facilitating speed adjustments.”

marine community on the island. That office experienced a

Use of real-time data and analytics to minimise emissions

constant growth and in 2010 HSBC Insurance Brokers was

and therefore fuel costs not only provides Tototheo clients

acquired by global group Marsh. Whilst the primary purpose

with operational efficiencies and avoids any penalties under

of the office was to service the growing shipping community

emissions regulations, it also protects clients’ reputations on

of the island, it quickly diversifed into the non-marine sector

environmental matters, she adds, giving them “a competitive

as well, primarily for risks that could not be absorbed by the

edge in a market that increasingly values green initiatives”.

local insurance market. The office currently employs 28 persons

In fact, Tototheo Maritime sees itself as more than “your average player in the world of maritime satellite services,”

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providing the full scope of risk management, advisory, broking and captive management services.

Cyprus Report

“The office in Cyprus has always been client orientated and

assessments of current operations and emissions profiles,

being part of an insurance broking ‘giant’ has only helped to

KPMG aids companies in measuring their carbon footprint,

enhance our services to clients,” says Costas Joannides, CEO

setting ambitious targets, and analyzing decarbonisation

Marsh Cyprus. “We pride ourselves in providing a local service

scenarios across Scope 1, 2 and 3 emissions, and helps define

but with the full backing of a large organization. This greatly

achievable goals and charts pathways to realize them through

assists the level of service that we can provide to our clients

diverse decarbonization initiatives.

that are always in the centre of what we do. There is absolutely

Navigating the intricate regulatory landscape is another

no overlap in our organization as we have a very close

area where KPMG says it can help. “With regulations like

cooperation between all the marine offices of Marsh globally.

the IMO’s greenhouse gas reduction targets and emissions

“Additionally, we hold annual meetings between our

trading schemes looming large, compliance while maintaining

European marine offices whereby collaboration is the main

competitiveness becomes paramount. KPMG’s regulatory

theme. This is where our clients tend to benefit most by

experts offer invaluable insights, guiding companies through

enjoying a very personal and local service but with the muscle

adherence to regulations and identifying available incentives to

of the Marsh McLennan group.

bolster decarbonisation efforts.”

Marsh Cyprus provides a full advisory service to its

Beyond compliance, the company points out it can help

clients and this includes geopolitical and global supply chain

shipping companies to leverage decarbonisation as a driver for

disruptions. “Within Marsh we have a dedicated team and

innovation and competitive edge.“ Embracing sustainability

this is where we can thrive by providing such services to our

fosters brand enhancement, attracts eco-conscious clientele,

clients,” says Joannides, adding that most of these can be

and unlocks new market opportunities,” it says, adding that

without any additional charge.

it can “assist companies in identifying innovative business

This same team also advises on decarbonisation, he informs, “and we are being proactive with our clients in this

models, partnerships, and investment opportunities that align with their sustainability objectives.

very topical matter. We must also state here that the Cyprus

“Furthermore, we can support shipping companies

shipping community is taking this very seriously and various

in enhancing transparency and accountability regarding

seminars are being organised specifically for this matter.”

their decarbonisation efforts. Through robust reporting

Management consulting firm KPMG is well-positioned

frameworks and sustainability disclosures, companies can

to assist the shipping industry in “navigating the challenges

underscore their commitment to environmental stewardship

and seizing the opportunities presented by decarbonisation

to stakeholders. KPMG’s proficiency in sustainability reporting

regulation and initiatives across the supply chain, to create

and ESG assurance can help companies develop credible and

value for the organisation and enable the enterprise strategy”,

transparent communications that build trust and credibility

says Sylvia A. Loizides, Board member & Head of Shipping

with stakeholders.

at KPMG in Cyprus. “With the world increasingly embracing

“Overall, KPMG’s multidisciplinary approach, industry

sustainability, the pressure mounts on shipping to adopt cleaner

knowledge, and global reach make it an invaluable partner for

practices. KPMG can help companies address these challenges

shipping companies embarking on the decarbonisation journey.

effectively while capitalizing on emerging opportunities.”

Whether navigating regulatory intricacies, driving innovation, or

Central to KPMG’s support is the development of robust decarbonisation strategies. By conducting comprehensive

Ship Management International

shaping a sustainable future for the shipping industry.” l Sylvia A. Loizides

Costas Joannides

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fostering transparency, KPMG stands as a steadfast partner in

Issue 108 March/April 2024

Ad Hoc

Energy trades and ‘techno-stress’ feature at CMA Shipping 2024 The Connecticut Maritime Association (CMA) Shipping 2024 event was informally dubbed as a ‘Birthday Bash’ - celebrating 40 years since the organisation’s founding, and the 39th annual conference/ expo. Like any birthday celebration, there was a healthy dose of looking backwards, but - as shipping events are prone to do - also a great deal of peering into an always uncertain future.

The prestigious Commodore award went to Mike Tusiani (pictured), who built up the brokerage giant Poten & Partners into its 2024 status as undisputed brokerage and consultancy leader in the realm of LNG and other gas shipping trades. Looking back to when he first joined Poten in the early 1970s, he remembered the beginnings of both the LNG and LPG trades during his remarks in ‘the Commodore Debate’.

Half a century on, these cargoes loomed large in the conference discussions of the energy transition, with the IMO having now shifed its measurements of emissions towards ‘well to wake’ frameworks. Crude oil and refined products also dominated the conversations when it came to sanctions and even the Panama Canal’s restricted transits - where Asia’s urgent need for LPG shipments has led to payments of outsized monetary premiums for auction slots. The Red Sea crisis, complete with various maps showing vessel routings, was also a major discussion topic.

Looking towards the future, the concept of ‘techno-stress’- the uneasy interaction of seafarers with emerging technologies (for more efficient vessel operation, and for managing new fuels) found its way into multiple presentations. Former Commodores Lois Zabrocky (International Seaways) and John Hadjipateras (Dorian LPG), along with other two shipowners, also expressed their view that AI will play an increasing role in shipping’s future development... l

APM sets new record with highest attendance to date The 18th Asia Pacific Maritime (APM), held from 13-15 March 2024, welcomed an unprecedented number of 15,717 attendees in Singapore. This figure surpassed attendance records of previous editions, signifying a positive revitalisation of Asia Pacific’s maritime sector and solidifying Singapore’s position as a leading maritime hub.

Held at the Marina Bay Sands, the event showcased an extensive range of 710 exhibitors and featured 150 industry speakers worldwide. This year’s theme, ‘Future of Vessels, Solutions for Tomorrow’, was a timely response to the industry’s pressing need for sustainable and innovative solutions.

“Participating in this edition was particularly humbling because I was able to meet many global exhibitors and speakers, all from diverse backgrounds,” said conference speaker Punit Oza, Founder, Maritime NXT & International Vice President, Institute of Chartered Shipbrokers. “What stood out to me was the urgent need for decarbonisation. The topic took centre stage at APM 2024, with leaders coming forward to discuss solutions that will drive the industry’s net-zero target.” l

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Ad Hoc

Cycling added to list of Posidonia sporting events Interunity Group, a leading maritime services provider, has launched the first iteration of IG Cycling - THERMO2024, a new charity sporting challenge held across the Southern Pindos mountain range, Greece on June 1. The event takes place the week before the biennial Posidonia industry gathering in Athens, which already attracts sailing, soccer and running competition in its sidelines.

More than 100 riders will take part in the arduous cycle touring race over courses of 80km or 160km, reaching summits of around 1,400 metres, and with over 4,000 metres of climbing on the full route.

The race will start and end in the village of Thermo, three hours from Athens.

The event was created in order to raise funds for two charities close to the hearts of the IG team: Elpida, supporting children with cancer and their families, and Common Seas, combatting plastic pollution in the oceans. l

Five lines and PSA Singapore ‘do good’ together PSA Singapore recently joined forces with five major shipping lines – CMA CGM, Hapag Lloyd, HMM, ONE, and Yang Ming – to make the day of seniors from Lions Befrienders, one of PSA’s partner beneficiaries.

Held on 27 February, the half-day event was the first corporate social responsibility activity jointly organised by PSA’s Health@Home team with multiple shipping lines, demonstrating solidarity among industry partners for giving back to the local community.

A 120-strong group, comprising volunteers from the collaborating organisations and seniors from Lions Befrienders, gathered for an excursion to the River Wonders in Singapore, Asia’s first and only river-themed wildlife park, complete with a hearty buffet lunch.

“By combining our resources and expertise, we can make a significant impact in giving back to the community,” said PSA spokesperson Ong Chiew Suan, adding that PSA looks forward to more chances of working together on community projects with its shipping partners. l

Take to the heights with The Seafarers’ Charity UK-based The Seafarers’ Charity invites intrepid entrants to join its challenge of conquering 24 peaks amidst the breathtaking UNESCO World Heritage site of England’s Lake District on July 6 – 7, 2024.

Covering a total of 33 miles with a remarkable ascent of 13,000 ft, The Seafarers’ Charity’s signature fundraising challenge event combines individual endurance with collaborative teamwork, participation supporting its mission to enhance the lives of seafarers.

The charity points out that for 18 years it has “taken teams to greater heights” in support of seafarers. This year, it is proud to introduce two new challenge options - Silver 21 Peaks, and Bronze 7 Peaks - aiming to foster inclusivity and cater to varying endurance levels. For further information, contact: events@theseafarerscharity.org l

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Analysis Products tanker trade complex and dynamic

By Ian Cochran

O

verall, global products

growth already seen from the

tanker trade patterns

sanctions against Russia.

New sanctions are reported to be affecting Russian trades and it will be soon even more difficult to

remain complex

and dynamic, Genoa-based

find owners willing to lift Russian

shipbroker and consultancy

cargoes, even with a G7 crude

Banchero Costa said in its March

price cap ($60 per barrel) and with

review of the sector.

the relevant due diligence, says Banchero Costa.

This is probably something of an understatement given the increasing

GASOLINE EXPORT BAN

number of geopolitical events seen

Russia has announced a temporary

in the past couple of years.

ban on gasoline exports from 1st

Major products tanker owner

March to 31st August this year.

and operator TORM, in a recent results presentation, agreed that

According to Greek broker

the market was strongly impacted

on Panama Canal transits also

Intermodal, the ban was introduced

by geopolitical events last year.

resulted in longer sailing patterns,

to address concerns about

TORM said.

potential domestic gasoline

The EU/G7 sanctions against Russian oil products officially took

80

In addition, recent restrictions

Global seaborne trade in clean

effect in February, 2023, which

refined products was estimated to

reinforced the trade shifts that had

have reached over 800 mill tonnes

already begun the year before,

per year, according to Banchero

ahead of the sanctions.

Costa. The Asia/Pacific region

In early October, 2023, the

accounted for over a third of the

conflict in the Middle East and

total, with China and South Korea

subsequent attacks on vessels in

leading the way. The US is the

the Red Sea forced many tankers

largest net exporter, especially to

to re-route via the Cape of Good

South America and Europe but

Hope, adding to the tonne/mile

exports were increasing to Asia.

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Issue 108 March/April 2024

Analysis

shortages and rising prices, plus forthcoming refinery maintenance periods.

Looking at the country’s exports, a significant shift in trade patterns was seen after Russia’s invasion of Ukraine.

Gibson Shipbrokers pointed out that with new refinery capacity coming into play in the Middle East and Asia, a shift in cargo flows could be seen as a result.

Gibson said that refining margins across the world surged to record levels in 2022, following Russia’s invasion of Ukraine.

Although margins have declined since, they have generally remained healthy, even in Europe, where the structural shortage of middle distillates prevailed over the competitive disadvantage of relatively simple and ageing refineries, compared to large and sophisticated plants in the Middle East and Asia.

However, the European refining sector will again face challenges. For example, according to the IEA, Middle East refining throughput is anticipated to

In 2021/2022, the Netherlands and in particular, Amsterdam, was the top Russian gasoline importer.

increase by 650,000 barrels per day this year, due to the recently commissioned facilities.

However, it was a different story last year, with the United

These include Kuwait’s 615,000 barrels per day Al

Arab Emirates being the top destination, closely followed

Zour plant, which reached full operational status earlier

by Nigeria and other African countries. Nigeria is also

this year, whilst the 230,000 barrels per day Omani

leading the importer’s list thus far this year.

Duqm refinery was also formally inaugurated in early

It is evident that West Africa will be affected by the

February, with product exports starting in September

ban, as it is also where the majority of Mediterranean

last year. Bahrain’s Sitra refinery expansion project is

and European exports end up.

also expected to increase regional runs later this year,

Although the ban is seen as a temporary measure,

Gibson said.

its impact on global gasoline markets could be significant. It remains to be seen whether alternative sources can adequately compensate for the loss of these cargoes, Intermodal said.

FLEET ANALYSIS According to Banchero Costa’s analysis, last year net fleet growth of coated tankers (between 30,000

Europe mainly exports gasoline to West Africa

- 120,000 DWT) was 2.2% year-on-year This pattern

and the US. However, the Russian ban coincides with

is expected to continue at around 1.7% this year and

Europe’s refinery maintenance season, which typically

then growing by about 3% in 2025 y-o-y.

occurs in the second quarter of each year before the peak summer demand season.

Overall, Russia’s actions highlighted the complexity and dynamics at play in the global gasoline market,

Examining the different types, LR2 (82,000 120,000 DWT) growth was 5.5% y-o-y last year, which is expected to continue at around 3.5% in 2024 and then at about 8.6% in 2025.

where supply management and price considerations

LR1’s (60,000 – 81,999 DWT) net fleet growth in

are key factors for major producers, Intermodal said.

2023 was static, while it is expected to shrink slightly by 0.2% in 2024, before growing again by around 1.3% in 2025 y-o-y.

As for the MR2 (43,000 – 59,999 DWT) fleet, this sector grew by 2% in 2023 and the growth is expected to continue at around 1.9% in 2024 and then at about 3% in 2025, while the MR1 (30,000 – 42,999 DWT) fleet saw a drop of 0.3% y-o-y last year, which is expected to continue at around minus 0.4% this year and then fall by around 1.3% in 2025. l

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81

Alternative Viewpoint Seafarers collateral damage once again

By Michael Grey, MBE, is an internationally respected maritime commentator at the Houthi’s attacks upon shipping in the Red

T

their hostilities to vessels which are taking diversionary

Sea and Gulf, increasing in volume in March,

routes around Africa. It has yet to be determined whether

with the first deaths and injuries aboard the bulker True

pirate activity from the coast of Somalia is connected to

Confidence. Ministers, secretary-generals, trade union

the Houthis, or local opportunists attempting to profit from

and industry leaders have spoken of their anger and

the regional instability.

here have been plenty of expressions of outrage

disappointment at this reappearance of mechanised

There are now threats that the Houthi rebels will extend

In their recently published book “Conflict – the

piracy on the high seas, and their sympathy for the dead

evolution of warfare from 1945 to Ukraine” General

and injured.

David Petraeus and historian Andrew Roberts describe

Sadly, it might be suggested that “fine words butter

what has become known as asymmetric or hybrid

no parsnips” and do nothing to remedy the situation, with

warfare in which a weaker state can inflict substantial

the rebel Yemeni forces clearly improving their strike rate.

damage on a more powerful opponent, without

Significantly, only the US and UK have shown any signs of

provoking the full weight of retribution. Thus, Iran’s

taking the fight to the enemy and doing anything more

sponsorship of their proxies in Yemen can be provided,

than defending merchant ships and themselves, when they

while maintaining “an air of deniability.” There are no

come under attack.

signs that this strategy can be in any way dissuaded,

Diplomatic caution and geo-politics being what they

without escalating the regional conflicts, so if the ships

are, any more muscular response from those with warships

are to be put into harm’s way, the only solution remains

in the area is unlikely to be forthcoming. Principle, some

one of defence, after the drones and missiles are on

say, has limitations in these dangerous times and it is

their way.

difficult and probably pointless to sanction a failed state.

And there is precious little comfort in that for a

Its inhabitants, who appear to rejoice at the attacks upon

merchant mariner aboard a ship whose operator has

passing ships, have little enough to lose.

decided to take the risk of a Red Sea transit and pay

Seafarers, who certainly did not take up their career

the additional premia. It now seems almost academic

to function as targets for armed militants, will continue

as to whether the ship is one with an Israeli, US or UK

to fear death and injury in what should have been a

connection as the Houthis says they are targetting, or

routine voyage. The fact that a war risk bonus might be

whether it belongs to China or Russia, countries that

paid, and they have a legal option (quite how effective

have supposedly negotiated immunity for their vessels

this might be under some flags and owners remains to

with the Houthis.

be seen) to decline a berth aboard ships transiting these

Unless there is a sudden outbreak of peace in and

vital but hazardous routes, does not mitigate the fear

around Gaza, the seafarers, collateral in hostilities in

that the drone or missile has your name on it. You may

which they mostly have no part, will continue to operate

be paid a bit more, but still end up dead or injured,

the ships upon which the world depends. They are about

while the fear, and that of your nearest and dearest, will

the only things that can be depended upon, in this

not go away.

dangerous time. l

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Technical

Building for a new era in cable laying Wind farms in deeper waters and projects for international subsea power connections are driving the rapid development of the cable ship fleet, as David Tinsley reports.

S

purred by accelerating demand in the offshore

case is two-fold, entailing the putting down of cable arrays

renewables and interconnector markets, the past

linking wind turbines to offshore substations, and the laying

12 months have seen a raft of contracts for the

of high-voltage export cables connecting the substations

construction of large, purpose-built cable-laying ships.

Such is the capital intensity and technological complexity

to the onshore network.

The wind energy industry’s progression into areas further

of the modern-day cable-layer, which must ensure high

offshore and in deeper waters, and the prospective drive

levels of operability, productivity and precision in often

into new regions around the world, influence the design,

environmentally challenging conditions, that newbuild

wherewithal and performance of new-generation cable-layers.

projects remain the province of niche players. Current fleet

The underwater infrastructure in Europe, moreover,

investments are divided between cable manufacturers

is also gaining greater dimension through schemes to

who also undertake installation, and specialist offshore and

connect power networks in different countries, so as to

subsea companies, a number of which have roots and major

better ensure system robustness by providing for energy

interests in the dredging sector.

flows in either direction. Highly capable cable-layers are

Offshore wind farm developments are centre stage in

pivotal to the establishment of submarine interconnectors,

stimulating the advance of the cableship fleet, in capacity,

and to the long-term upkeep of such increasingly vital

capability and technology. The project requirement in each

elements in national energy planning.

Nexans order for an advanced cable-layer from Norway followed major power cable supply and installation contract awards in Europe (credit: Skipsteknisk) Issue 108 March/April 2024

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Technical

Ever-larger carousels featuring in current and planned

French telecoms and power cable maker Nexans

newbuilds attest to the longer cable distances and heavier

implemented a further stage of in-house fleet development

cables entailed in many such projects.

last autumn by contracting a 150-metre cable-layer from

Milan-headquartered Prysmian Group has ordered two high-capacity cable-laying ships in recent months.

Norwegian builder Ulstein Verft.

Specified with three turntables conferring a load

The company’s latest stage of fleet development involves

capacity of approximately 14,000t and hosting a large

distinct classes of vessel and represents an overall capital

range of subsea equipment, including jetting and

expenditure of EUR350 million ($380 million). One of

ploughing tools, the vessel will be a derivation of the

the ships will be a 190-metre evolution of the deepwater

technologically acclaimed Nexans Aurora, completed by

Monna Lisa(sic) type presently under construction by

Ulstein in 2021. The DP3 newbuild will take the concept

Norwegian international shipbuilder VARD, and the other

further and will have the means of laying up to four

project, entrusted to an unnamed shipyard, entails a vessel

cables simultaneously, pertinent to large-scale, time-

of approximately 167 x 40 metres intended for shallow

critical schemes. She will also achieve new environmental

water operations.

objectives through the nomination of a hybrid power

The latest deepwater newbuild, incorporating the

system and machinery able to run on a bio-diesel mix.

VARD 19-8 design, will be fitted with three carousels able

The prospective 2026 fleet entrant, designed by

to hold a total 19,000t of cable. As well as offering one of

Aalesund consultancy Skipsteknisk, will be assigned to

the highest loading capacities in the market, beneficial to

Nexans Marine Operations of Oslo and will carry out cable

factory-to-site logistics and overall project efficiency, the

installation, repair and recovery. The ship’s multi-genset,

vessel will be equipped to allow simultaneous laying and

diesel-electric plant will be supplemented by a battery pack

burial of up to four cables, using a variety of ploughs.

to provide a peak-shaving function and spinning reserve.

Rated to the DP3 standard of dynamic positioning and

The commitment to fleet expansion follows two major

engineered for a bollard pull in excess of 180t, the vessel will

contract wins for Nexans. A EUR1.7 billion ($1.85 billion)

be the third in a series of Prysmian newbuilds from VARD

deal with TenneT of the Netherlands to connect three wind

and is expected to make her debut at the start of 2027. The

farms in the German Bight with the German mainland,

contractual association began with the 170-metre Leonardo

using subsea cable manufactured at the group’s Halden

da Vinci, completed in 2021 and placed under the husbandry

production centre in Norway, was followed by a southern

of Monaco-based Sea World Management. The vessel

European interconnector assignment. The latter, EUR1.43

features 17,000t of carousel capacity and a diesel-electric

billion ($1.55 billion) award embraces the Greece-Cyprus

power and propulsion system using three Azipod main

section of the EuroAsia Interconnector, involving some

propulsion units. The second in the series, the nascent Monna

of the longest and deepest high-voltage DC(HVDC)

Lisa (sic) is due in early 2025 and, as with her predecessor, will

submarine electric cables to date.

be able to work to depths of 3,000m and more.

On the back of a record order backlog and strong market

The newly booked shallow-water cable-layer will

outlook, Danish cable maker NKT announced investments last

employ an eight-point mooring configuration to better

year in a new factory at its Swedish manufacturing complex

ensure continuity of laying and burial in challenging

and construction of a sophisticated cable-layer worth between

environmental conditions.

EUR200 and 250 million ($217-271 million). The newbuild is

Prysmian has booked a third high-capacity cable-layer from the VARD Group. (credit: VARD)

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Technical

to be delivered from one of VARD’s Norwegian yards towards the end of

Jan De Nul’s Fleeming Jenkin cable-layer newbuild in China will offer an as-yet-unrivalled load intake of 28,000t. (credit: Jan De Nul)

2026 and will be specialised in the handling of HV cable. The ship will be constructed in parallel with NKT’s expansion of its site at Karlskrona, Sweden, entailing the creation of new HV cable production lines, and both assets are expected to be operational

manoeuvring thrusters, will be from

provides for inter-array, HVAC

from 2027.

Ghent manufacturer Anglo Belgian

export and interconnector cable

Corporation (ABC).

lay, cable burial and construction

Developed by Norwegian consultancy Salt Ship Design, the

The medium-speed engine outfit

duties, and incorporates a four-

vessel will work alongside the

will enable firing on methanol, bio

point mooring arrangement for

140-metre NKT Victoria to connect

diesel or hydrotreated vegetable

shallow-sea assignments. The hull

offshore wind farms to the land as

oil(HVO) as well as diesel oil, and

will be built at VARD’s Tulcea yard in

part of a project led by Dutch-German

will incorporate emission-abating

Romania and transferred to Norway

transmission system operator TenneT.

selective catalytic reduction(SCR) and

for outfitting and completion by

The DP3-capable NKT Victoria, dating

diesel particulate filter(DPF) systems.

mid-2026.

from 2017, is husbanded by Remoy

Operation on ‘green’ methanol, for

Management of Fosnavaag, on

example, will achieve compliance with

be the largest cable-layer to date

Norway’s west coast.

the most rigorous particulate matter(

hang on the go-head for the creation

PM) standard under Euro Stage V

of a new, HV cable production

and dredging group Jan De Nul has

regulations and Euro 6 nitrogen

plant in Scotland. The UK company

ordered an exceptionally high-capacity

emission criteria.

behind the intertwined schemes,

Belgian international construction

cable-laying vessel which will also be

The machinery package is based

Meanwhile, plans for what would

XLCC, has reached the point of

distinguished by the capability to run

on four 12-cylinder models of the

having obtained planning permission

on methanol fuel. With an unrivalled,

DV36MeOH type from ABC, plus an

for the proposed cabling factory

maximum load intake of 28,000t, the

eight-cylinder unit of the DZDMeOH

at Hunterston, on the Firth Clyde.

cableship is to be delivered under the

series released in 2023. The genset

XLCC is backed by many of the

name Fleeming Jenkin from China

aggregates will be supplemented by a

investors in XLinks, which is seeking

Merchants Heavy Industry (CMHI)

2.5MWh-rated battery installation.

to import solar and wind power from

While the Jan De Nul project

Morocco to Britain via a 2,360-mile

Haimen yard in 2026.

undersea cable.

The vessel will have the means to

signifies a prestigious win for Chinese

lay up to five cables simultaneously,

shipbuilding, European mettle in the

deploying heavier and longer cables

high added-value stakes recently

conceptual planning of the cable-laying

in depths to 3,000 metres. She will be

received a fillip by way of a cableship

vessel, and has also worked closely with

arranged with three cable carousels

contract from Japan. In a transaction

SeaTec, the technical services division of

plus a hold for fibre optic cable,

worth more than $200 million, the VARD

shipmanagement organisation V.Group.

complemented by three 50t tensioners

Group is to supply Toyo Construction

Model testing was conducted in the

and cable-laying wheel integrated

with a 150-metre cable-layer and wind

Netherlands last year. Given the scale of

into the stern chute, plus 100t and 30t

farm construction vessel.

the XLinks project, and potential other,

offshore cranes. An aft deck chute will

In addition to a 9,000t carousel

XLCC retained Salt Ship Design for

future interconnectors, the ship would

facilitate cable laying in shallow waters,

capacity and the wherewithal

have a very substantial cable carousel

while the wheel will make for efficient

for deploying subsea DC power

storage capacity, understood to be as

working at greater depths.

transmission lines, the newbuild will

much as 24,000t.

Jan De Nul has looked to home-

feature a large open deck area and

Industry projections in 2023

grown marine engine technology to

250t heave-compensated crane. The

indicated that global 2030 subsea

power the new, 215-metre behemoth.

specification will confer a multi-

cable demand could considerably

The complete shipset of five engines

purpose capability, embracing tasks

outstrip manufacturing and cable-

that will drive the 30,600kW primary

such as ground-based foundation

laying fleet capacity, causing a

genset installation, feeding electrical

work and floating offshore wind

bottleneck in realising energy

energy to the propulsion units and

turbine mooring. The VARD design

transition objectives. l

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85

Lubes Lube oils: shipping’s secret weapon when it comes to decarbonisation

By Gianluca Marucci, Castrol Global Marine and Energy Technical Services Director

T

he global marine industry has a unique challenge:

in importance. On an ongoing basis, engineers will need

balancing the growing seaborne trade which is

to use tools such as used-oil analysis data, test kits and

critical for the global economy, while simultaneously

expert condition monitoring advice to keep watch for any

putting in measures aimed at decarbonising its operations.

issues. With deep knowledge of lubricant and equipment

The marine sector will gradually transition to new fuels.

interaction necessary, shipowners need close collaboration

Yet, there is a risk of overlooking one aspect that will be

to keep their operations in sync with the latest OEM

important to the utilisation of new fuels: the lubricant.

recommendations and environmental legislation.

Marine lubrication will be integral for the effective and

Condition monitoring technology is a key tool to help support the skills and talent of the crew by bolstering human

safe use of clean fuels.

Marine lubrication is indispensable for engines, and any

expertise and experience with smart, digital solutions. Real-

flaw in the lubrication can be fatal for the engine. Ask any

time smart monitor analysis can identify issues early, helping

seasoned engineer, and they will highlight that using the

owners and operators to make informed decisions and take

wrong lubricant can pose a range of issues from deposits

preventive action before any major damage occurs.

and corrosion to overheating. Lubrication failure has been

Lubricant suppliers will emerge as consultants, using

the number one cause of a ship’s engine failure, with the

their products, digital tools, and human expertise to give

average claim cost being approximately $560,000.

early warning to operators when issues arise. Empowering

Previously, the industry assessed lubricant performance

operators with easily accessible information for an accurate

based on its base number (BN). However, as the industry

real-time picture of the system’s state, which is especially vital

explores different fuel types and in line with this, looks

as the industry explores new fuels and forms of propulsion.

for new attributes and qualities in engine fluids, choosing

As the marine industry continues to evolve,

the right lubricant has become more complex. The wrong

lubricant providers must continue to offer more holistic

lubricant with the wrong fuel could cause significant engine

solutions that can bridge the gap to unlock the use of

damage, resulting in downtime, loss of earnings, repair

potential new fuels. The bottom line is, that if the fuel

costs, and risking seafarers’ lives.

is considered a ship’s energy source, the lubricant can

With changing regulations, engines becoming more

be considered its blood, giving vital information about

complex, and new fuels, marine lubricants will cement their

engine health and performance. Lubricants should

importance in the shipping industry. With the introduction

be viewed as a facilitator of change, that enables

of new fuel types and the need to adapt lubricants in line

progression and that are playing a key role in the

with this, the monitoring of lubricant performance will grow

industry’s decarbonisation journey. l

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Lubes

Test results for future fuels Dr Olivier Denizart, Technical Manager at Lubmarine, shares some key findings of his company’s latest R&D projects on ammonia and methanol has been recognized as a

A

researching here at Lubmarine, with

viable fuel solution, one that,

our R&D teams having redesigned a

whilst offering opportunities towards

1.5 litre passenger car diesel engine to

GHG reduction targets, also poses

run on ammonia enabling us to run our

key challenges from the perspectives

own in-house tests to better understand

of safety (both environmental and

the impact that ammonia will have

human) and practicality. Providing

on engines and specifically for us, the

good combustion in a dual fuel engine,

impact, and challenges for effective

another advantage to shipping is that

engine lubrication.

long with methanol, ammonia

ammonia should face less competition

It’s a fuel solution we are actively

With any new fuel, we must

with other areas of the transport

understand the interactions and impacts

Key observation and assessment

sector – unlike some of the other fuel

of the relationship between lubricant,

areas when we are running ammonia

alternatives being considered.

fuel, and engine to ensure that our

engine tests include: ammonia

Ammonia storage already exists in

lubricants are delivering the desired

dilution, nitro-oxidation, corrosion,

120 ports globally, enabling both ship

performance and, through lifecycle

cylinder wall degreasing, water

to shore and ship to ship bunkering

assessments, be assured that there will

handling, deposit control and

solutions alongside reasonable

be no carbon generation.

material/elastomer compatibility.

liquefaction temperatures. But it is far

It’s a methodology that starts in

Testing protocols look at three

from plain sailing when it comes to

our labs with our ammonia engine oil

specific areas: oil formulation – including

ammonia with significant challenges

development project.

base oils and additives; NH3 alteration

around its volumetric energy density and

From an initial perspective, we

tests – influence of temperature and

of course its deadly toxicity and the need

wanted to show that NH3 (ammonia)

crankcase gases composition; and

for stringent safety solutions.

can interact with lubricant chemistry so

performance evaluation.

our challenge is to fully understand its

This year will be a very key one for

developing NH3 engines with MAN ES

operating behaviours to enable us to

us here at Lubmarine with regarding to

and WinGD anticipating it will launch

adapt lubricant formulations to meet

lubrication development to reflect new

a two-stroke ammonia-fuelled engine

specific needs.

fuels. Thanks to our R&D and OEM‘s

At the same time OEMs are

in 2024.

When it comes to lab testing, our

partnership we’ll start lubricating tug

key objective is to develop an engine oil

boats using an Ammonia-fuelled 4-stroke

technology that allows reliable, clean,

engine this year.

and efficient use in Ammonia-fuelled internal combustion engines.

To meet these objectives, we need

On the methanol side, we are starting trails with Methanol 2-stroke commercial engines. From our lab

to: observe lubrification challenges in a

test results to date we have been able

real engine environment - deposits, wear,

to analyse the oxidation and main

corrosion, oil ageing; evaluate sensitivity

characteristics of our lubricants where

to engine oil composition; and calibrate

they have been adapted to methanol-

laboratory test severity.

fuelled engines.

Our challenge is to understand the

What we have been able to do is

impact that NH3 has on oil components

widen our testing to incorporate actual

and their performances, the availability of

field tests on these new engines which

NH3 ICE tests (performance, endurance),

is providing invaluable data from which

access to large engine prototypes

we are able to evaluate, implement

and our need to run and understand

and apply to further tests to support

evaluation test results.

product development. l Issue 108 March/April 2024

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87

Innovation

Digital adoption requires a customercentric approach “In our experience, working closely with customers for a smooth transition and adoption of technology is key, especially considering the critical role | of their existing processes, systems, and data,” says Richard Buckley, CEO & Founder of 90POE.

N

early 90% of global trade is transported by sea,

ship owners, operators and managers are continuing to

underscoring the shipping industry’s pivotal role in

explore the benefits of digitalisation across operations.

The focus is on platforms which provide comprehensive

our interconnected world.

The industry’s evolution marks an important

convergence of technical and financial innovations, significantly reducing costs and enhancing the reliability of

functionality for all areas of ship management, both commercially and operationally.

Richard Buckley, Founder and CEO of 90POE, explains: “Adopting digital technology is more than

long-distance trade.

Today, as digital transformation becomes imperative, we look at the drivers toward the adoption of digital

having new tools.

“It involves a paradigm shift in process and decision-

technology and share our experience at 90POE in

making, powered by new technological insights. At

supporting customers with the integration of technology

90POE, our mission is to ensure these innovations not only

into their maritime operations.

integrate but significantly enhance maritime operations to drive safety, sustainability, and profit.”

ADOPTING DIGITAL TECHNOLOGY IN DAY-TO-DAY TASKS Over the past decade, there has been a significant increase in the number of digital solutions for the maritime industry.

Resource Planning (ERP) systems and with the need to move operations online during the COVID-19 pandemic,

Ship Management International

The drivers for the adoption of digital technology have been well documented over the last few years, as have the

Recognising the limitations of traditional Enterprise

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DIGITALISING MARITIME OPERATIONS: THE DRIVERS FOR CHANGE

Issue 108 March/April 2024

multiple benefits associated with this.

Recently, with the roll out of increasing regulations around industry emissions, including the IMO’s Energy

Innovation

Efficiency Existing Ship Index (EEXI), Carbon Intensity

However, the true potential of digital technology lies

Indicator (CII) and European Union Emissions Trading

in its ability to transcend individual systems and connect

System (EU ETS), we have once again seen the value of

across the entire operational workflow. This breaks down

digitalisation promoted to stakeholders who are actively

data silos and streamlines communication.

looking for ways to manage their fleet’s emissions.

Richard elaborates: “As the maritime industry faces tighter emissions standards alongside rising fuel costs, there’s a growing recognition of digitalisation’s critical role.

“Ship owners, operators, and managers are now prioritising digital solutions that offer real-time monitoring and management of fleet emissions and consumption.

“This shift is not just about cost reduction and compliance–it’s a strategic move to avoid penalties and

“Going beyond standalone systems unlocks a real opportunity to enhance operational and commercial execution and compliance,” explains Richard.

“Our approach is pragmatic, focusing on those challenges and ensuring the technology we advocate for is fundamentally value-adding.

“Beyond replacing traditional ERPs, we aim to bridge operational workflows, enhancing both operational and commercial execution.”

align with the industry’s ambitious decarbonisation targets for 2050.”

SUPPORTING THE ADOPTION OF DIGITAL TECHNOLOGY Navigating the digital landscape in the maritime industry requires a balanced approach.

While advancements offer exciting possibilities, ship

THE CUSTOMER JOURNEY – THE 90POE CUSTOMER CENTRIC APPROACH Building strong customer relationships is an integral component to the successful adoption of digital technology such as 90POE’s OpenOcean STUDIO. By breaking down barriers and establishing trust we can see significant changes in the way our customers work, and

owners, operators and managers remain grounded in

this ensures real value is gained from using our technology.

practicality. Their decisions regarding digital adoption

“At the heart of 90POE’s philosophy is a strong

hinge on addressing real challenges, ensuring cost-

commitment to customer relationships. Through close

effectiveness, and delivering tangible value.

collaboration, we ensure our technology delivers

Richard explains: “Professionals within shipping companies are not merely attracted to the ‘new and shiny’, their decisions hinge on practicality, cost-effectiveness, and true value.

“This discerning approach, focused on addressing real challenges and the adage ‘if it isn’t broke, don’t fix

tangible benefits, aligning closely with each client’s unique needs.

“The maritime industry’s digital transformation is not just about keeping pace, it’s about leading with innovation and sustainability.

“Our customer-centric approach ensures that we’re not

it,’ serves as a fundamental principle in their technology

just providing solutions but actively redefining maritime

adoption strategy.

operations together with our clients.

“The emphasis is on the fact that technologies form the

“By understanding their challenges and aligning our

backbone of ship owners/operators’ businesses and is crucial.

technology with their goals, we’re not just implementing

“While traditional ERPs might lack in certain areas

systems; we’re enabling a future where digital adoption

like smart insights or analytics, their core functionality is

is synonymous with operational excellence and

designed to handle vital business transactions.”

sustainability,” concludes Richard. l

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89

Innovation

Innovation & regulation: which is driving which?

By Nakul Malhotra, Vice President, Emerging Opportunities, Wilhelmsen

T

he maritime industry has

prescriptively and statically assume the

technologies and practices they can

traditionally innovated as a

framework of regulation in isolation of

drive policies that help the industry

consequence of regulation or

the technological developments. This is

transition and embrace the future it

as response to existential economic

a massive change from the earlier model

deserves. This can only be done at the

challenges. Reactive innovation is

where regulations decided the pace and

pace required and to the benefit of all

ingrained in the nature of the industry.

extent of innovation and they stayed

stakeholders if a symbiotic environment

stagnant for decades.

between innovators and regulators

Since the early 1900s, the relationship between innovation and

Geographies that are able to ‘flatten’

embedded in wide ecosystems are

regulation has largely been one where

regulatory bodies and enhance access for

nurtured that allow for regulations to

an incident triggered some form of

innovators to policy makers and for policy

constructively absorb innovations.

regulation, the implementation of which

makers to innovators, to help understand

The nurturing of this symbiotic

then triggered innovative re-sponses to

and experience innovative solutions

environment cannot be left to chance.

aid compliance.

and technologies along with associated

Rather, continuous conversations among

consequences, will leapfrog towards

global ecosystem experts need to be

and perhaps more subtly, we are also

sustainable and meaningful developments

facilitated by industry-wide conferences.

seeing an increasing rush of potentially

for their geographies. Establishing clear

Personally, I was speaking alongside

disruptive technologies which are breaking

visions and priorities, providing catalytic

maritime experts at the biannual Asia

the traditional ‘reactionary model’ of

incentives, driving thriving ecosystems

Pacific Maritime, with 2024’s edition

innovation. This has a consequence of

that aid funding, legal cover, operational

covering the impact of innovation

unleashing an era where innovation is

test beds and, most importantly, a trust

on policies and regulation, as well as

moving faster than the regulation; we

foundation to develop will fast track the

technical and commercial developments.

are at the cusp of the industry seeing

trial of technologies.

However, in parallel, more recently

This will also aid the learning from

innovation triggering regulation.

The so-called ‘regulatory sandboxes’ or progressive ‘centres for pilot solutions’

failures of new solutions to help frame

will differentiate the leaders from the

already being seen in the sphere for 3D

nimble regulatory frameworks to not only

laggards and establish some degree

printed spare parts, drone operations

supercharge the developments needed

of regulatory arbitrage which in turn

for vessel inspection and deliveries,

but also manage them to prioritise

will likely fuel capital and talent flows

and most particularly in the space of

safety, security, and economic activity

and therefore catalyse developments

vessel autonomy.

Examples of this kind of reversal are

when and where they are needed most.

that answer what the future looks like.

That is why maritime regulators

Overall, innovation is playing a

That first mover advantage has been

need to create safe spaces for innova-

key role in shaping the future of the

the genesis of some of the biggest

tors to work collaboratively with the

maritime economy, by responding to

innovation centres in other industries and

regulators themselves. This also means

regulatory imperatives AND using the

will likely be the same in the maritime

in this new era of innovation nobody can

learning of the development of new

industry as well. l

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Digitalisation

Smart leadership - NAVTOR’s quest for a holistic digital ecosystem NAVTOR Fleet manager operation room

Compliance, performance, profitability, sustainability…

NAVTOR’s digital ecosystem can work wonders with them all, explains Founder and CEO Tor Svanes

W

hen Voyager Worldwide, a group with over 200

NavStation, the first maritime digital chart table, along the

employees and a history stretching back over

way,” Svanes comments. “As we’d built a secure digital

two centuries, became a NAVTOR company in

ecosystem to unite the e-Navigation portfolio onboard,

December last year it took the maritime world by surprise.

while connecting vessels to onshore teams, it made perfect

It was a deal that made NAVTOR - founded in 2011 with,

sense to take the next step, moving into smart shipping with

pre-merger, around 180 employees - the undisputed global

performance monitoring, management and optimisation, and

leader in e-Navigation, smart shipping, and the maritime

then digital logbooks.

“By integrating everything onto the NAVTOR platform we

technology domain.

Although already renowned as a major player, and arguably

found we could really unlock the power of data: automating

the driving force in digital innovation within its niche, the deal

processes, enhancing safety, improving efficiency and

catapulted the Norwegian headquartered business into a

delivering both commercial and environmental benefits to

different league.

shipping companies worldwide.

“Just a few years ago if you had a company like ours with products and services on 4, 5 or 6,000 vessels it’d be huge,”

“But then, as you progress, barriers emerge… and you need to find ways to address them.”

Tor Svanes, Founder and CEO of NAVTOR notes, “but this

In NAVTOR’s case those barriers appear to have been

takes us to over 18,000. That’s more than 30% of all the ships

the extra ‘muscle’ needed to achieve the team’s ambitions.

relevant to our services in the world fleet. The opportunity

To really spearhead efforts towards a more efficient,

that scale unlocks, for both ourselves and our customers, is

sustainable and profitable industry, the company found itself

immense, and that was the motivation here.

hungering for an influx of both customers and resources, in

“So, this doesn’t mark the culmination of our efforts, or the end of our voyage. We see this as just the beginning.”

particular human resources.

“Talented developers are hard to come by,” Svanes

It’s clear that after well over 40 years in the maritime

admits, “and, in a niche defined by digital solutions, absolutely

technology field (he started with Robertson, then owned

essential for progress. With Voyager Worldwide we saw a pool

by Kongsberg, in 1980) Svanes ambitions have anything

of very talented people, with 30 developers in their Aberdeen

but diminished. He has helped position NAVTOR firmly

office alone, that could accelerate our innovation. That was a

facing the future, with a clear vision of “leading the way in

major incentive.

smart shipping innovation”. The Voyager deal, he says, is

“In addition, the customer base obviously adds the volume we were looking for, while the network of offices boosts our global

central to that aim.

“We’re delighted with the way NAVTOR has grown,

footprint, getting us as close to the customers as we need to be,

launching industry firsts such as Pay As You Sail ENCs and

on the scale needed to deliver first class service. For example, the

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Digitalisation

deal pushed NAVTOR numbers in Singapore from seven to 75

companies have a new, and powerful, big data resource to

people. In that respect, our business has been transformed.”

delve into.

Svanes now wants to do the same for the businesses of NAVTOR customers. And integration is the key.

From the cornerstone of e-Navigation NAVTOR has built

“It simplifies tasks for the crew,” Svanes notes, “while opening immense possibilities for real-time data monitoring, efficiency, and continually enhanced sustainability for shipping

up a range of products and services that co-exist in its digital

companies.” And although he admits there’s no mandated

ecosystem. Here they share, and feed one another with, a

regulations for digital logbooks yet he thinks it may be “only a

constant flow of data, with each individual solution working to

matter of time.”

unlock value that is then fed back into the joined-up system.

It creates almost a ‘society’ of mutually supportive solutions,

NAVTOR has also recently set sail with a three-year project christened GASS (Green AI for Sustainable Shipping),

each one working away for the greater good of all. Or for

working as lead partner with Grieg Star, Maritime CleanTech,

‘all’ read the shipping company, which can suddenly simplify

Scandinavian Reach Technologies, Simula Research Laboratory,

compliance, reduce energy consumption, slash administration

SinOceanic Shipping, and Sustainable Energy/SIVA, with

duties, optimise and prove performance, enhance safety,

support from the Norwegian Research Council, Innovation

control costs, and so much more. And this is achieved not just

Norway, and SIVA.

for single vessels, but for entire fleets and (now) united on- and offshore teams.

In short, this aims to enable “data driven decarbonisation” by creating AI empowered digital twins of vessels based on

To list the benefits of each individual offering would take

precise operational and environmental data. These will then

too long – from the ease of automated Passage Planning on

be used to demonstrate a benchmark of real-time optimal

NavStation, through to the CII simplifying Emissions Calculator

fuel consumption. If the actual vessel – and that’s any vessel,

on fleet management tool NavFleet – but Svanes points out

anywhere, sailing in any conditions – falls short of that standard

NAVTOR’s Digital Logbooks as a case study in transformation.

the data can be instantly analysed to find out why, leading to

For anyone from outside the industry, he notes, it’d be “a

corrective, on the spot decision making.

complete shock” to discover the analogue nature of vessel

“The eventual aim is to create a module that can then be

logbooks in a digital age. “These are very important data

integrated into our portfolio that will allow for dynamic voyage

sources,” Svanes explains, “covering a range of critical issues,

optimisation,” Svanes states. “That means both crews and

but they exist in isolation as out-dated, offline publications,

onshore teams can address issues and deviations from plans as

often with scribbled entries from under pressure officers that

they actually happen. Our models show that can make a major

can be difficult to decipher. “

impact on vessel energy consumption.”

NAVTOR’s approach is to fire the format into the future

How big is major? GASS partners has claimed savings of 15%

with digital logbooks that are connected via the ecosystem,

to 20% under normal operating conditions, which clearly holds

gathering all the data – much of which has been auto

out immense advantages for the industry from this Norwegian

populated from the team’s integrated solutions – so shipping

project where NAVTOR is ‘leading the way’. l

Combined AI and digital twin technology could cut vessel emissions ‘by up to 20%

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Navigation Making waves in autonomy

Is the maritime sector a shining light in unmanned operations or is it lagging behind other transport sectors? Rachael O’Connor of Navtech Radar examines the question.

S

ince its inception in World War II, radar has been

accuracy, and in particular, for applications such as dynamic

aiding marine operations for an abundance

positioning, situational awareness, collision avoidance and

of applications. From navigation and enemy

autonomous berthing. The new generation of W-band

detection in the early years to obstacle detection for

radar brings even further advances with cm-level resolution

ships, swimmers, kayaks, buoys, birds and a host of other

for exceptional imagery, a 1000m range for even greater

obstacles such as bridges, and the vast array of blue

situational awareness and a 4Hz update rate bringing

economy infrastructure our seas and waterways now house

updates to the crew in almost real time and regardless of

within a specified radius.

rain, fog and glare.

Today, plans such as those in Paris to have 3D-printed

It’s for these reasons that W-Band radar is increasingly

autonomous craft transport athletes and visitors at the

being deployed near shore, on inland waterways and for

2024 Olympic Games, and in London to have electric

navigating offshore infrastructure – such as wind farms –

ferry crossings of the Thames, are showing how maritime

and latterly for the consumer ‘water taxis’ discussed above.

is continuing to lead in innovation and technology, and having a far-reaching impact.

If the maritime sector is a shining light, as suggested, is it just a case of it being an easier win, given we’ve had more than eight decades to develop it, there’s less traffic on water than on our roads, and less risk than in the air?

Radar continues to be the critical navigation and obstacle detection technology in maritime. Most systems utilise frequencies in the S-band and X-band ranges.

S-band, operating at 3 GHz, offers a range of 74 kilometers (40 nautical miles), while the X-band, at around 10 GHz, provides superior target resolution and high-resolution imaging with a wavelength of 3 cm.

Yet, the emergence of W-band radar, operating at 7677 GHz, presents a notable advancement in imagery and

SEA-KIT unmanned craft on trials in the UK [credit SEA-KIT).

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Navigation

High-resolution radar The question still unanswered here

detections over a large range and field of view. These detections are stable

is, is the maritime sector a shining

over all weather conditions and are

light? For a start, radar is increasingly

not influenced by lighting conditions

being used across many industrial

meaning maps maintain integrity over

automation applications where it can

a longer period as the environment

‘see through’ the obfuscation, such

changes. The resulting detailed

as dusty environments like mining

detections from small navigations buoys,

and construction – so there’s a win.

jetty pylons and harbour wall details,

Likewise, it’s improving safety on the

enables features to be clear as to

waterways for both autonomous and

describe the location.

manned vessels, particularly around

Achieving precise positioning is not just about ensuring operational safety

collision avoidance.

To navigate autonomously in busy

but is also concerned with streamlining

waterways, relying solely on GNSS and

navigation in congested areas, optimising

Inertial Measurement Unit (IMU) isn’t

traffic movement, and reducing the

sufficient. These technologies lack the

potential for collisions. This must be

precision needed for such environments,

addressed to unlock the full potential of

especially when GPS signals weaken

autonomous marine operations.

and IMU drift compromises accuracy.

As our inland waterways become

Integrating a perception-based system is

busier, the need for autonomy increases.

vital for dependable positioning.

Passenger, and car ferries require the

Traditional sensors like cameras and

whole suite of sensors, not least to

lidar fall short of meeting the stringent

navigate very busy waterways along

centimetre-level positioning demands,

rivers like the Thames. W-band radar is

particularly in adverse weather. W-band

also fuelling innovation within vessels

radar offers high resolution, extended

such as hydrofoils, which are stable, but

range, and resilience to weather

fast, so need robust collision avoidance

conditions. Leveraging high-frequency

technology in place, inland survey

radar is crucial for enabling autonomous

vessels and tug vessels.

navigation in intricate and crowded

Out in the open sea, offshore support vessels are relying upon W-band

water channels.

The solution to the centimetre-level

radar for dynamic positioning to keep

positioning challenge in congested

a steady berth alongside infrastructure

waterways may lie in high-frequency

such as wind farms and oil rigs.

radar. Emerging technologies,

The maritime sector is undeniably

particularly W-band radar, hold the

making waves in autonomy. Its capacity

potential to combine the best of both

for real-time obstacle detection,

worlds–offering the resolution of Lidar,

collision avoidance, and positioning

while retaining the range and robustness

is critical in enhancing situational

of radar.

awareness and overall safety. Indeed,

High-frequency radar systems,

much of this is now deployed across

operating in the millimetre-wave

many other modes of transport,

spectrum, can deliver remarkable

particularly in mining, construction,

precision, detecting even the smallest

and farming in addition to the

of objects with exceptional clarity.

emergence of self-driving cars on our

This makes these 360° radar sensors

roads and unmanned aerial vehicles, or

ideal for large scale perception-based

drones, in our skies.

positioning, due to their inherent ability to provide multiple highly accurate

In short, the maritime sector has had a head start, but it’s still a shining light. l

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Objects of Desire » Booze cruise Commercial breweries have been using hop oils to infuse beers with hops for centuries, a process achieved by “dry hopping”, which can take up to a week. Homebrewers opens another realm of possibilities DIY-distilling, using own essential oils made from hops. Try a new past time with PicoStill, with your very own, quality designed machine for crafting and brewing! Distil your own batches of spirits safely and more precisely, or capture the essence of hops and other oils for a wide range of uses in other food and beverages.

PicoStill

€259.00 picobrew.com

» Hydrogen first Experience the freedom of direct, point-to-point flights and the versatility of vertical take-off and landing, allowing you to land at your chosen locations, literally. Featuring pressurised cabin and ducted fan design solutions, the Sirius Jet is engineered to reach high altitudes of 30,000 feet and achieve a cruise speed of 520 km/h or 323 mph producing <60 dB noise level. Sirius Jet is equipped with an airframe parachute system, effectively reducing the incident risk to virtually Zero.

Sirius Jet Hydrogen

$1,500,000.00 siriusjet.com

» Futuristic fitness Ergonomics has resulted in the creation of the ideal exercise machine. High-performance training is completely possible thanks to this impeccably designed adjustable magnetic resistance system. The flywheel spins at a high speed due to a system that multiples the pedal turns, enhancing the magnetic field’s strength. An electronic system regulates resistance.

The flexible base follows the body’s movements. The frame flexes sideways when under pressure, just as when cycling on a street. This amazingly smart exercise bike is Bluetooth enabled and can connect with any mobile device through an App. Ciclotte Fitness

£15,995.95 theultimatelivingcompany.com

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Objects of Desire

» Sophisticated elegance Strategy, contemplation, intelligence, all key elements for enjoying Teckell’s board games but, above all, you need time which is a rare gift in this hectic era. One board, three layers of marvel including a base in black Marquina marble and a thin metal game board, secured by a low iron tempered glass top. Interchangeable game surfaces in thin metal allowing you to play multiple games. Just choose a game and place it onto the board’s base through the simple magnetic opening. Other games available are Chess and Checkers, Backgammon, Ludo, Chinese chess (Xiangqi).

TECKELL® STRATEGO BLACK

£10,000 teckell.store

» Headphone finesse DAVÌ is a passport, an invitation and an exclusive admittance to heightened sensation. An opportunity to indulge all your senses. And ultimately, to step into an experience desired by many, but attainable only by a fortunate few.

Rated as the best headphones on the planet, worn by celebrities and popstars alike, namely Jay-Z. Indulge in these for something amazing and different.

Davi headphones

Up to £50,599.00 daviaudio.com

» Deck chic Built like the best classics in nautical footwear, these long-lasting two eye boat shoes are made of hot stuffed leather. Conditioned with a rich combination of oils and waxes, then hand-sewn with the finest craftsmanship: waterproof and enhanced by a natural polish quality, they feature a canoe moc construction, leather sock lining, 360° rawhide lace system and non-marking anti-slip soles in an innovative dark-brown rubber to offer stable grip in all weather conditions. The ‘Schooner’ mocs or deck shoes are the ideal footwear to face and ride the coastal winds just like the Schooner ships!

Schooner waxed leather boat shoe

£160.00 sebago.co.uk

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Review Wind, Tide & Oar Film, Sea Tour and Book windtideandoar.com/sea-tour A captivating film exploring the art of ‘engineless sailing,’ which premiered at Royal Museums Greenwich before embarking on a three-month sailing tour on a Thames sailing barge crewed by youngsters. Wind, Tide & Oar is a compelling exploration of engineless sailing and the lives of those who navigate the seas without relying on auxiliary power. Shot on 16mm analogue film over three years, it follows an array of traditional boats, delving into the rhythms of sailing engineless, taking viewers on a mesmerising journey across rivers, coasts, and open seas, spanning the UK, the Netherlands, and France. Addressing themes such as ecology, mental health, heritage, traditional skills, and maritime history, it’s filmed using a 1960s hand-wound camera, where director Huw Wahl offers a poetic and intimate perspective on the ancient craft of harnessing the wind for travel, inviting deep reflection on our relationship with the natural world, where sailing becomes a place to explore our interaction with and responsibility to the environment, and the world around us.

THE SEA TOUR | 26.04.2024 - 20.07.2024 Wind, Tide & Oar embarks on a unique journey along the Southeast coast aboard the Thames sailing barge Blue Mermaid. Crewed by Skippers of the Future, young trainees, the tour offers free film screenings, Q&A sessions, and school workshops showcasing traditional maritime trades in ten ports.

THE BOOK LAUNCH The New Menard Press has released an accompanying book, delving deep into the conversation between sailor, boat, and elements, exploring the essence of engineless sailing.

Zero Point 4

By Rear Admiral James Watson USCG At the end of World War II, the US flag flew on 50% of the world’s ocean going fleet. Today that number is 0.4% leaving the US, and the part of the world that believes in freedom of navigation and trade, vulnerable.

Zero Point Four is a call to action for the United States to overcome its “sea blindness” and take action to mitigate its vulnerabilities in national, economic, energy, climate and workforce security. But not only does it highlight the risks, but it offers a 57-point Action Plan to address the myriad of challenges and consequences of doing little or nothing.

Available for purchase on Amazon.

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

Harbour Life

L’Atelier, by Joël Robuchon

Antwerp-Bruges

By Patrick Verhoeven Pandora Publishers NV (info@pandorapublishers.eu)

Bund 18 3/F, 18 Zhongshan East Road (E1), Shanghai, China 200002

We all take a lot of things for granted in

smartshanghai.com/venue

life, whether it’s knowing we will arrive safely from our plane trip or that the meal we ordered in the high end restaurant will be of the quality that we expect. And the same goes for who actually runs our ports.

Who are the people who go about their daily tasks making our ports work? Harbour Life, Patrick Verhoeven’s fascinating insight into the port community of Antwerp-Bruges, shines a spotlight on the lives

L’Atelier is the name of twelve

of the ordinary people who really matter. And their jobs are more diverse than

gourmet restaurants, located

you might think. The author discovered a love of ports from the early age of 16

worldwide, created by chef Joël

and it shows in how he describes how the port might be populated with dockers,

Robuchon and now managed by

freight forwarders, terminal operators and harbour masters, but it is also peppered

JR International. The restaurants

with other important people such as bar owners, priests, nature conservationists

serve French haute cuisine in

and heritage guards. Harbour Life introduces you to their fascinating world with

a stylized environment, with

aplomb. It pictures the Antwerp-Bruges port community as a diverse yet warm and

many of the seats arranged to

accessible family; full of people who are passionate about what they do.

overlook the meal preparation in the kitchen. L’Atelier translates

One Ocean Expedition

to ‘workshop’, and the term is

April 2025-2026 oneoceanexpedition.com

workshop of an artist in the fine

commonly used to refer to the or decorative arts. In 2012, the Paris location of L’Atelier de Joël

The One Ocean Expedition is a voyage

Robuchon in Saint-Germain-des-

around the world by the Norwegian tall

Prés was voted 12th best in the

ship Statsraad Lehmkuhl, set to educate

world in Restaurant magazine’s

new generations of seafarers and marine

Top 50. Notable chefs who have

scientists alike. The 98-metre-long ship

worked at the ateliers include

is a floating university and training vessel,

Lebanese writer Tara Khattar. The

bringing students, scientists, trainees

Shanghai establishment is no

and professionals and is recognized by

exception and one of the city’s

the UN Decade of Ocean Science for Sustainable Development. Visiting 20

finest, so check it out.

different ports in Europe, the USA, Central, and South America, its goal is to create awareness and share knowledge about the essential role of the ocean in global sustainable development and sets sail from Bergen next April. What’s more, his Royal Highness Crown Prince Haakon of Norway is an ambassador for this major expedition.

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Lifestyle Putting unabashed style into

electric motoring

By Rob Auchterlonie

I

n the ever expanding world of electric cars there are

charged up. One that ticks the necessary boxes for the

some that stand a few spaces and more away from the

well-heeled on the move.

It’s a similar concept to its stablemate Porsche Taycan

rest in the car park.

They’re the ones that have a tad more style about

but the accent is on a softer, more passenger friendly ride,

them, the ones that ooze quality to match their price tags –

thought the Porsche in its various guises has plenty of

so that rules out the bland Tesla, however efficient it is.

settings on offer itself.

We’re talking here about Audi’s e-tron GT, a four-door

The e-tron GT is built at Audi’s factory at Neckarsulm and

high performance EV that has the sleek looks to match its

features a motor on both front and rear axles (quattro) giving

phenomenal performance.

you a thumping 470bhp. Floor the right hand pedal and the

A car with space for five in a superbly trimmed cabin that’s packed with the latest tech. One that can be quickly

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effect is intoxicating, shoving you firmly into the depths of the sculptured seats, giving your kidneys a quick shoogle and

Lifestyle

Road Test: Audi e-tron GT quattro Price: £85,185 (£96,675 as tested) Engine: 94kWh battery Power: 470bhp Transmission: two speed automatic Top speed: 152mph (electronically limited) 0-62mph: 4.5 seconds Range: 296 miles CO2 emissions: 0g/km

covering the tarmac under its big wide wheels at an astonishing

can theoretically put a 60-mile top-up into the 95kWh

rate – it’ll pass the 62mph mark in just 4.5 seconds, and if

battery in just five minutes – but only if you have access

you’re on an unrestricted autobahn and not the M25, you could

to 270kW charging, which is currently not that easy to

see 152mph appear on the screen in front of you.

track down.

You sit low in the cabin, so probably not one for those

There are four selectable drive modes, with comfort

with dodgy backs from too many rounds of golf, but what it

probably the best suited for UK roads. It all feels very

gives you is a great view that accentuates the curves arches

Audi-esque, with body roll almost non-existent, meaning

that cover the rear wheels – and a view of the road rapidly

you rarely have to contemplate switching to the sportier

disappearing behind you.

Dynamic mode.

Maximum quoted range is 298 miles on a full charge, and the Audi’s rapid charging capacity means you

The interior design is a bit more restrained than the exterior, although Audi makes good use of

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Lifestyle

environmentally-sourced trim materials such as a vegan ‘leather’ and recycled wood finishes. And as you’d expect of a top-level Audi, you can’t fault the fit and finish.

It’s a big heavy car at 2.2 tonnes but with the battery weight low down in the floor it’s very well balanced and there’s no tendency to roll. There’s no deviation when cornering and the pin sharp steering always keeps you up to date with what the front wheels are up to.

The e-tron cabin is very roomy in spite of its low-slung appearance, and can seat five passengers in comfort.

You might expect to find headroom restricted, especially in the back, but the battery pack has been designed with a footwell recess built into it which adds to the available space for rear passengers’ feet under the front seats.

If it’s good enough for Stella McCartney’s cultured eye, surely it’s worth you taking a look yourself? l

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