SHIP MANAGEMENT INTERNATIONAL ISSUE 111

60

Cover Story

ISSUE 111 SEPTEMBER/OCTOBER 2024 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

Seafarer mental health a growing priority

STRAIGHT TALK 8 – Markets set fair as disruptions

FIRST PERSON

continue

NOTEBOOK 10 – Oceanic partners with VIKAND

on mental health training for officers

11 – Danica collaborates with IMEQ for crew safety and wellbeing

12 – New loss prevention tool helps ships navigate heavy weather

14 – ITIC: Importance of KYC for

18 – Dr Ravi K. Mehrotra CBE,

Executive Chairman, Foresight Group & Chairman, Europe-India Chamber of Commerce (EICC), Brussels

ship managers

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HOW I WORK INTERMANAGER OUTLOOK 16 – How do you measure success in crewing & crew management?

21 – Captain Pradeep Kumar Chawla, Founder and CEO, MarinePALS

Issue 111 September/October 2024

Ship Management International

5

SHIP MANAGEMENT INTERNATIONAL – ISSUE 111 SEPTEMBER/OCTOBER 2024 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

SHIP REGISTRIES 25 – Seafarer welfare - an area of greater emphasis for flags

DISPATCHES 35 – CMA CGM buys big in Brazil 36 – Amazon hit by drought conditions

ALTERNATIVE VIEWPOINT NAVIGATION 51 – Shipbuilding: Competition is 76 – Never stand still: the constantly good, but co-operation even better - Dr Martin Stopford

evolving world of e-navigation… and how to navigate it

SMI WEBINARS 52 – Smart Ships, Smarter

ANALYSIS 78 – Handysizes, workhorses

Operations: The Digital Evolution of Maritime Technology

60 – Time to prioritise seafarer mental health

of the drybulk sector

TECHNICAL 80 – Strengthened links in the cold chain

TECHNOLOGY 83 – Navigating compliant

retrofitting with 3D scanning

MARINE INSURANCE 38 – Increasing risk of extreme

weather events requires insurance re-think

DECARBONISATION compliance ahead of upcoming environmental regulation continuous improvement

Cyprus Report

40 – Keeping a sharp focus on

70 – Carbon capture and

46 – Seafarers: backbone of

72 – Why bunker procurement must

the transition to zero-carbon fuels

seafarer welfare

global shipping, but at what cost?

EDUCATION 48 – From sea to strategy: Mattias Ottosson’s Blue MBA journey

monitoring

66 – The impact of AI tools in aiding 68 – CII demands new focus on

REGIONAL FOCUS

85 – Safety benefits of real-time

look to the long-term to support the uptake of future fuels

AD HOC 74 – Our regular diary section

OBJECTS OF DESIRE 86 – Our pick of the most coveted creations

REVIEW 88 – Bringing you the best in arts & culture

LIFESTYLE 90 – Nostalgia, the enduring appeal of looking back

Next issue The November/December issue of Ship Management International magazine (SMI 112) will feature special country reports on Hong Kong & China, including an account of events during Hong Kong Maritime Week 2024 in late-November, and Türkiye.

There will also be an edited transcript of the latest SMI webinar ‘Improving Port Efficiency: Why Digitising Vessel Documentation is Essential’, held in association with UAB-Online.

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

6

Ship Management International

Issue 111 September/October 2024

The shipping business magazine for today’s global ship owners and ship managers Issue 111 | September/October 2024

STRAIGHT TALK Connect with us /ShipManInter

Visit our website www.shipmanagementinternational.com

Join the debate @ShipManInter

Download our App Ship Management International

Markets set fair as disruptions continue

M

But it’s just as well that shipping

ost shipping markets are

round the Cape of Good Hope

currently enjoying far better

leading to a 6% growth in global

on the whole remains “highly cash

returns than underlying

tonne-mile in 2024, the highest annual

generative”, as Clarkson puts

increase for more than 15 years.

it, given that the industry faces

trade growth that is running at around 2% p.a. would suggests, points out

In the containership segment alone,

a bumpy road ahead. Energy

Clarksons Research in its latest half-

that figure soars to 12%, with some

Transition will require owners to

yearly Shipping Review & Outlook.

700 vessels currently diverting, says

make “tricky” fleet renewal and

Disruptions to trade patterns are

Clarksons, while BIMCO estimates that

green ship investments, it reminds,

serving to “amplify shipping demand”,

the deviation is serving to add 10% to

while important changes to the

it notes, supported by supply-side

overall boxship tonne-mile demand.

industry’s cargo base in the longer

constraints such as low orderbooks

It remains to be seen how that

term are expected as oil volumes

and a ‘tight’ shipbuilding market.

situation plays out but recent political

gradually decline, offset in part by

Ongoing attacks on shipping in

developments in the Middle East do

“strong growth potential” in the

the Red Sea continue to be the single

not augur well for any early resolution

fields of gases and offshore wind.

greatest disruption, of course. Suez

to the Red Sea crisis. Russian sanctions

The message seems to be: for

Canal transits are running 70% down

also continue to add tonne-miles on

shipping at least, ‘make hay while the

on typical levels, with diversions

the demand side with no end in sight.

sun shines’. l

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Sales Enquiries Julian Berry Melissa Skinner Editorial Bob Jaques

Finance Lorraine Kimble

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

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

Motoring Journalist: Technical Editor:

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

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

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

Notebook Oceanic partners with VIKAND on mental health training for officers

G

lobal marine services provider Oceanic, through

to our dedication to prioritising the wellbeing of the

its SeaMed24 Medical Solutions, will offer

crew and our commitment to the holistic welfare of

VIKAND’s mental health training programs as

crew members, ensuring they receive the support and

an integrated part of its overall services approach to its

resources necessary to maintain their mental health

maritime customers.

while at sea.

“The team at VIKAND has demonstrated that they

The two training modules aim to increase officers’ knowledge and understanding of mental health issues

fully appreciate the unique mental stresses of living

at sea, including how to recognise relevant signs

and working onboard with most of their staff having

and symptoms and how to provide initial support to

experienced it first-hand. This is one of the main reasons

colleagues in need.

we chose to partner with them.”

“In our proactive healthcare approach 'prevention

The training programs have been designed to help officers recognize various factors that can contribute to

and early intervention' is key,” said Ronald Spithout

suicide and self-harm at sea and how to approach and

(pictured, right) , Managing Director of OneHealth by

communicate with a colleague who may be at risk.

VIKAND. “This is why it is so important to empower

The modules have been developed as part of

officers with the skills and knowledge to recognize and

VIKAND’s OneHealth structured learning programs

respond to looming mental health crises.

"We also felt it was important to create a

that satisfy key industry guidelines such as RightShip’s Inspection Ship Questionnaire (RISQ) 3.0.

“Incorporating VIKAND’s mental health modules

programme that would reduce the stigma surrounding mental health wellness issue and address the very

into our overall services is important as it complements

delicate subjects of suicide and self-harm, so that more

our approach to offering our client base of over 2,300

incidents can be avoided."

VIKAND and Oceanic’ s broader mission is to support

vessels comprehensive support for seafarers in all aspects of their lives.” said Kyriakos Hadjikyriakou

the long-term health of the maritime industry through

(pictured, left), Managing Director, Oceanic.

programmes and services that enhance seafarer safety,

“Our collaboration with VIKAND, is a testament

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Ship Management International

welfare, resilience and happiness. l

Issue 111 September/October 2024

Notebook

Danica collaborates with IMEQ for crew safety and wellbeing strategy for ship owning companies to

suggestions and recommendations,

target risk factors that can compromise

allowing for quick and effective

psychological health onboard their fleet.

interventions. The cutting-edge reports

anica Crewing Specialists has

The psychosocial risk assessment

can also form an important element of a

partnered with the Innovative

identifies factors like burn-out, workload

Maritime Emotional Intelligence

imbalance, bullying and harassment,

D

company’s ESG activities.

Henrik Jensen (left), Danica CEO,

Centre (IMEQ) to offer a comprehensive

etc, to enable crew managers to

comments: “Seafaring is a challenging

service which will help Danica’s ship owners

address issues before they impact ship

job and it’s important to have systems in

to enhance safety through monitoring

operations. In addition to supporting

place to support crew in the workplace.

the mental health and wellbeing of their

crew wellbeing, the system is proven

The safety of our crew and the ships they

seafarers and taking proactive measures to

to increase productivity and efficiency

serve on is paramount and the IMEQ

address any areas of concern.

onboard, as well as driving professional

service is an important tool assisting us

growth through targeted training.

in ensuring safe vessel operations.”

IMEQ’s team of expert psychologists has developed a comprehensive

IMEQ’s AI-generated reporting

Alexandra Kaloulis, Managing

psychosocial risk assessment tool crafted

system produces instant, actionable

Director of IMEQ Centre, said: “This tool

for shipping personnel. Crew members

reports. Using the specially designed

helps us understand the challenges faced

take the assessment, available in 11

dashboard, HR and crew managers

by crew and take proactive measures.

languages, anonymously via IMEQ’s user-

can navigate through the detailed

Partnering with an experienced

friendly, maritime-specific platform and

findings, identifying issues on particular

international crewing specialist like Danica

it takes only 15 minutes to complete.

ships or across whole fleets. IMEQ’s

enables us to roll out our new service to

psychologists provide tailored

seafarers across the globe.” l

Results can be used as a preventive

Notebook

New loss prevention tool helps ships navigate heavy weather

E

xtreme weather incidents are

Swedish Club’s Loss Prevention

TELP sends out the advice a few

increasing across the globe

and IT departments, reflecting the

days prior to the vessel’s arrival, or

and the impact on cargo

Club’s commitment to delivering

when severe weather is approaching,

ships is evident. Maritime insurance

cutting-edge solutions that support

enabling the crew to plan.

specialist The Swedish Club reports

its members in navigating the

that it registered claims exceeding

complexities of maritime operations.

or weather patterns, TELP can

Peter Stålberg, Senior Technical

advise shipowners and Captains

25million USD attributable to heavy weather over the past five years.

Advisor, commented: “Over the

of problems with bunkers, pilots

In response, The Swedish Club

past five years The Swedish Club

or towage, or known issues with

has developed a Heavy Weather

has registered claims exceeding

unfounded claims or dubious

Alert tool as an addition to its

twenty five million US dollars

charges etc. With many thousands

leading loss prevention tool Trade

attributable to heavy weather. Any

of ports and waterways to navigate,

Enabling Loss Prevention (TELP).

measures we can take to reduce

often varying from voyage to

Heavy weather can cause

this figure will contribute positively

voyage, it’s not easy for a Master to

structural damage, shifted cargo,

towards our members’ operations

be aware of all potential high-risk

broken mooring lines, wet damage,

and insurance records.”

areas. TELP can issue a warning if

lost cargo overboard, and more.

The Swedish Club’s TELP service

any of these ‘hotspots’ could be

The Club says it has also seen

combines latest technology with

encountered during what should be

examples where vessels have

its years of claims experience and

an uneventful journey.

failed to suspend cargo operations

expertise, including information from

and depart port in a timely

external sources, to help vessels

be automatically enrolled in the

manner when severe weather is

safely chart their way through

Heavy Weather Alert service as it

approaching, resulting in major

high-risk areas around the globe.

is rolled out, ensuring they benefit

losses and claims. This is despite

By tracking its insured vessels’

from this addition without any

the fact that most vessels today

AIS signals, the Club is able to

additional steps required. For

have access to high quality weather

identify vessels bound for an area of

further information visit https://

reporting and weather routing.

particular risk and provide them with

www.swedishclub.com/loss-

The Swedish Club’s innovative

timely and tailored loss prevention

prevention/trade-enabling-loss-

Heavy Weather Alert provides timely

advice relevant to that destination.

prevention-telp/ l

loss prevention advice to insured vessels operating in proximity to severe weather patterns. Based on a vessel’s position, in combination with up-to-date weather information and real-time data, the Heavy Weather Alert system automatically generates a customised loss prevention alert, with hands-on advice, when severe weather conditions are detected near a vessel’s position – thereby helping to mitigate potential risks and ensuring the safety of both crew and cargo.

The service has been fully developed in-house by The

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In addition to navigational risks

Ship Management International

Issue 111 September/October 2024

Current TELP subscribers will

Issue 111 September/October 2024

Ship Management International

13

Notebook

Importance of KYC for ship managers

T

around the topic of Know

procedures involves several key

Your Customer (KYC) is

steps. Ship managers should start

growing rapidly. Ship managers must

by identifying all parties involved in

ensure compliance with international

a transaction, including shipowners,

regulations and protection against

charterers, and sub-charterers. This

various risks.

includes verifying their identities,

Implementing effective KYC

he importance of processes

understanding their business activities,

KYC involves due diligence

and assessing their risk profiles.

processes to verify the identity, suitability, and risks associated with

Various tools and resources,

maintaining business relationships. For

such as third-party databases (e.g.,

ship managers, this includes clients,

WorldCheck, Orbis), registries, and

business partners, and other entities

trade press, can aid in this process.

involved in maritime transactions.

Additionally, ship managers can utilise KYC service providers like Marcura

It also helps in identifying and mitigating risks such as money

or Windward to enhance their due

laundering, terrorism financing,

diligence efforts. The level of due

Chinese yard and had arranged the

fraud, bribery, and corruption. This is

diligence should be tailored to the

purchase of two grabs, assuming they

crucial in the maritime industry, where

risk profile of each party, with more

were doing so as agent on behalf

transactions often involve multiple

rigorous checks for entities in high-

of the owner. However, the owner

parties across different jurisdictions.

risk jurisdictions.

had become insolvent and was no

ITIC requires all ship managers to

Verifying the identity and

longer in existence. The supplier of

intentions of a party during

be co-assured with an International

the grabs held the ship manager

onboarding can help detect suspicious

Group P&I Club. IG Clubs are rigorous

responsible for payment, claiming a

activities early. KYC is not solely about

with their own KYC process. This

breach of warranty of authority. The

sanctions. Due diligence in knowing

has meant that some shipowners

claim was for the cost of the grabs,

who you are dealing with is a good

who have failed in this due diligence

US$710,000, plus interest. The matter

business practice.

process to gain entry to an IG P&I Club

was eventually heard by a court who

have resorted to some fixed premium

found in favour of the supplier. This

of a ship before it joins a manager’s

providers. Therefore, if a ship being

was appealed, and eventually, the

fleet is a crucial part of the due

accepted into management has fixed

supplier settled at US$420,000. ITIC

diligence process. A recent claim

premium P&I, it should raise a red

covered this cost as well as legal fees

involved a bulk carrier, purchased on

flag, prompting enhanced checks to

of US$70,000.

an ‘unseen as-is basis’, transitioned

understand the reasons behind it.

Conducting a thorough inspection

In conclusion, KYC is an indispensable process for ship

to new management without a

Ongoing monitoring of business

pre-management survey. The bulk

dealings and transactions is essential,

managers, providing a framework

carrier soon found herself detained

as the status of principals can change.

for managing risks, ensuring

due to severe deficiencies, unveiling

ITIC recently settled a case where

legal compliance, and protecting

financial and operational difficulties.

a ship manager was caught up in a

their reputation. As the maritime

Repair costs, claims, and lost earnings

dispute between a supplier of grabs

landscape continues to evolve, the

amounting to millions of dollars

and an insolvent owner.

importance of KYC will only grow,

underlined the value of meticulous ship assessments.

14

By Robert Hodge, General Manager, ITIC

Ship Management International

The ship manager was supervising the build of two new ships in a

Issue 111 September/October 2024

making it a critical component of successful ship management. l

InterManager Outlook How do you measure success in crewing & crew management?

A personal view by Capt. Kuba Szymanski, Secretary General of InterManager

B

Standard proposes a global shipping industry system

been carefully crafted to complement other commercial and

for defining, measuring and reporting information

regulatory regimes. Trackability and measurement are at

on operational performance in order to, amongst others,

the core of this framework, and we encourage participating

boost and monitor performance improvements internally

organisations to use our data-driven approach.

To prevent obstacles to their adoption, these KPIs have

IMCO’s Shipping KPI (Key Performance Indicator)

Importantly, the KPIs allow for SELF-ASSESSMENT and you

in companies engaged in the ship operation activities, and provide a base for communication and information of ship

can choose what you want to be measured against. The KPIs

operation performance to internal and external stakeholders.

can be found at: https://uk.surveymonkey.com/r/5C9DJZG .

The benchmarking, monitoring, reporting tool comprising

There is a problem, however… many ship Owners don’t

of Key Performance Indicators (KPI) and Performance

seem to be interested at all!

Indicators (PI) was developed and launched back in 2010 -

Managers might push for it but the main reason why

originally an initiative of InterManager - and the latest 4.0

Owners invented Crew Manager services, cynics might say, is

version has been valid since Q1 2020 .A Ship PI platform was

so that they can stay away from the issue altogether.

This attitude needs to change, with the importance of

launched 15 May 2024 with improved user interface and new functionalities, all data hosted by BIMCO. Of the 36 KPIs outlined by BIMCO several relate to

seafarer welfare now beginning to make itself felt right across all sectors of the industry. l

crewing matters, including: Cadets per ship (KPI003), Crew disciplinary frequency (KPI008); Crew planning (KPI009), Health and Safety deficiencies (KPI015), HR deficiencies (KPI016), Lost Time Injury Frequency (KPI017), Lost Time Sickness Frequency (KPI018); Officer retention rate (KPI 022), Officer experience rate (KPI023) and Training days per officer (KPI031).

The Seafarers Hospital Society charity, which I have the honour of chairing since 2022, has also put together a Best Practice KPI Toolkit for shipping companies, divided into a 4-stage scale: •

Expected Base Level - for companies that have

implemented the essential requirements of the Maritime Labour Convention (MLC); •

Performance Accountability Level - for companies with

their own monitoring system; •

Enhanced Level – for companies that now include all aspects

of MLC that have a bearing on health and provide a framework for monitoring performance and setting priorities; and final •

Best Practice Level - a final level providing scope for

companies to record innovative health and wellbeing initiatives and evaluate their effectiveness with data and comprehensive feedback processes.

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Ship Management International

Issue 111 September/October 2024

First Person Dr Ravi K. Mehrotra CBE, Executive Chairman, Foresight Group & Chairman, Europe-India Chamber of Commerce (EICC), Brussels

V

eteran entrepreneur Dr Ravi Mehrotra has enjoyed a long and varied career since first joining Shipping Corporation of India as a cadet

and rising to Chief Engineer. After coming ashore he was seconded to Iran to run the start-up Irano-Hind Shipping Company, where after the 1979 Revolution he became that country’s Principal Shipping Advisor.

In 1984 he founded Foresight Group in London, which went on to become a major owner of various shipping types, including notably reefers and tankers, as well as branching out into oil drilling rigs.

Forty years on the Group today is based in the UAE and India, with just the Chairman’s office in London.

Foresight owns and manages four Very Large Gas Carriers, with the acquisition of two more planned, plus five drilling rigs – four jack-ups and one land-based – all of which are currently in operation with an impeccable safety record. In total it employs some 1,250 persons not including the seafarers on the ships.

Coinciding with the Group’s 40th anniversary, the Foresight Chairman has been honoured this year with the founding of the ‘Ravi K. Mehrotra Institute for Business, Markets & Society’ as part of the Questrom School of Business at Boston University in the US, where already some 900 students have applied to take its twoyear MBA course.

Asked by SMI whether he considered the Institute bearing his name to be his ‘crowning achievement’, Dr. Mehrotra shoots back: “It is much more than that. It’s beyond my perception.” He points out that Boston is world-renowned for its academic institutions, particularly in Business studies, with prestigious names like Tata Steel and MIT also having institutes there.

Writing in the Wall Street Journal, Prof. Marcel Rindisbacher, Co-Director of the Mehrotra Institute and Senior Associate Dean of Faculty and Research at Questrom School of Business, described the launch of the Institute as “a bold step… to help others understand and appreciate the role business and markets do, advancing societal goals and solving global challenges.” He went on to add: “We

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Ship Management International

Issue 111 September/October 2024

First Person

at the Mehrotra Institute recognise

are only experienced forces that can

host, and for the best part of 30 years

that solutions necessitate constructive

control it. Unchecked greed will lead

he and his wife Manju have hosted an

collaboration among businesses,

to the development of egos. …

annual Winter BBQ in a giant marquee specially erected in the gardens of

governments and groups representing

“Greed and ego are the two

consumers, investors and employees.”

very dangerous characteristics

his home in Putney, London, regularly

Dr Mehrotra himself requested

of a human being. For societies

attended by some 500 guests from the

that he should deliver a short

to develop, they must develop,

shipping world. He also chose to write

introductory talk to guests and the

assessing and balancing mechanisms

his autobiography in the form of a self-

inaugural intake of students at the

to control it within the capitalist

help book for others, entitled ‘What’s in

official opening of the Institute in mid-

system. In Foresight Group we tried

it for YOU?’

September, of which the following are

to completely remove these two

Then there are actions that

a few excerpts :

elements from our operations and

Foresight is taking to help develop

confidently steer forward, trying to

Indian Shipping. A couple of years

of Boston for this honour and the

be relevant to society and its needs

back it was a short-listed bidder to

opportunity to make my modest

while keeping the Group profitable

take the Shipping Corporation of

contribution to building educated and

all the time.”

India private, a de-nationalisation

“Heartfelt thanks to the University

informed societies for the benefit of

Simply put, Mehrotra believes that

that the Government now seems to

once companies or individuals have

have stalled, and the Group is now

accrued wealth within the capitalist

busy helping develop the ‘world’s

education was on a very high

system, they should ‘give back’ to

first CNG terminal’ for the country’s

pedestal. My parents were both

society. Failure of high-net-worth

import of compressed natural gas at

teachers and always highlighted the

individuals to do so is one of the reasons

the Port of Bhavnagar, Gujarat.

paramount importance of education

why capitalism finds itself on the back

for building strong and developed

foot in the US these days, he says,

wishing to learn about the caring face of

societies. Gandhi rightly said that “An

and hence the perceived need for the

capitalism could do worse than looking

education which does not teach us to

Mehrotra Institute.

to the eponymous founder of Boston

societies themselves.

“I was born into a family where

discriminate between good and bad,

He himself has certainly given

to assimilate the one and eschew the

back. Dr Mehrotra has already

other, is a misnomer.” Knowledge

gifted his late parents’ house in

empowers you to not just follow, but

Uttar Pradesh, India as home for the

to create, assess and finally make your

Foresight Group’s Amer Maritime

own choices.

Training Academy (AMTA) to help

“Founding fathers of the USA while

University’s new Ravi K. Mehrotra Institute for inspiration. l Outside the new Mehrotra Institute at Boston University, with Prof. Marcel Rindisbacher and Foresight Group MD Utsav Seth

disadvantaged young people from

establishing the Constitution of the

the land-locked state embark on a

country opted for the Capitalist system

career in maritime. His early reefer

of economy. ‘Why,’ one may ask, ‘did

fleet was based on the principle that

they take their independence from the

fruit and vegetables are intrinsically

UK imperialism to choose capitalism?

healthy for the human being, and he

“In my view the simple reason

still runs a farm growing industrial

was that the capitalist system is closer

quantities of the main fruit used in

to human behaviour. By this I mean

Ayurvedic medicine. He also has

the constant striving of humans to

a shoe business, another essential

protect their families and their needs.

prerequisite, especially for the less

“Well, no system so far created by

In short, students of business

well-off in India. And before they

humans is perfect. They keep being

had to close during the pandemic he

adjusted as people progress. Humans

promoted Chinese-Indian friendship

do not and cannot live in isolation like

by running cross-culinary ‘Silk Road’-

most living creatures. And, when you

themed restaurants in both countries.

are in society it will generate greed

Further than that, Dr Mehrotra is

and once the greed is there, there

known to be a very generous and lavish

Issue 111 September/October 2024

Ship Management International

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Ship Management International

Issue 111 September/October 2024

How I Work SMI talks to industry leaders and asks What motivates them and how they deal with the rigours of the shipping industry PALS literally stands for Proficiency And Learning System, which “academically speaking describes the comprehensive nature of the company’s suite of learning products,” explains Capt. Chawla.

But the name also denotes how the products have been shaped to serve as ‘friends’ of the seafarers “to help them remain safe and be good at their jobs,” he adds, “and it is this meaning which clients and seafarers generally prefer.”

Already around 650 ships subscribe to the system, mostly from A-E but also from another four ship operators, and that figure is expected to grow significantly by the end of the year.

Currently MarinePALS employs 40 people working on the platform and its delivery, and 15 on developing content.

Hailing from Mumbai, Capt.

Chawla himself started his career at Shipping Corporation of India, where he joined as a deck cadet

Captain Pradeep Kumar Chawla

in 1974 and worked his way up to

Founder and CEO, MarinePALS

age of 29. In total he spent 17 years

becoming a Captain in 1986 at the at sea, sailing on all types of vessels (except cruiseships).

He already had a strong interest in training, and in 1990 wrote his first book in Hindi, on Safety at Sea. This

M

easy, enjoyable and above

developing concepts for the new

authorities as a textbook for the

all effective was the aim of

learning system had begun before,

training of ratings but also turned into

Captain Pradeep Kumar Chawla when

in 2018, under the aegis of Anglo-

an audio book, and later translated

he took his long years of experience

Eastern (A-E). MarinePALS was then

into Tagalog for Filipino seafarers.

at sea, and then as head of Safety &

set up by Captain Chawla in Hong

Training at ship management giant

Kong, with its IT Department in India,

Chawla joined Anglo-Eastern Ship

Anglo-Eastern Group, to start up his

immediately upon his retirement from

Management in Hong Kong, in a role

own company MarinePALS in 2023.

the group last year.

that was to become Managing Director

aking seafarer learning

In fact, work on researching and

was not only adopted by the Indian

On coming ashore in 1992, Capt.

Issue 111 September/October 2024

Ship Management International

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How I Work

for QHSE (Quality, Health, Safety & the Environment) for the entire Group with its circa 640 ships, 30,000 seafarers and 1,700 shore employees. Here he led an Auditors team of 50 who made around 750 shipboard visits a year and was responsible for getting A-E certified for the ISM Code and to ISO 9000 (Quality), 14000 (Environment) and 18000/45000 (Safety) standards.

On the training side, his numerous duties also covered overseeing the design and implementation of training

more than 7 minutes - which research by

on safety training ‘while with shipping I

courses for both seafarers and shore

You Tube and other platforms suggests

would say it’s more like 0.1% in terms of

staff. He first came up with the concept

is the ideal maximum span of attention

direct costs, not including seafarer travel

for, supervised and implemented a cadet

– as well as in TikTok-type bursts of 60

and accommodation, crew change costs

learning programme called MEETS

seconds, and using VR techniques like

and so forth. A ship typically spends

STCW, later marketed by Videotel,

a 360-degree visualisation of a ship’s

[only] $15,000 to $20,000 per year on

and went on to devise an e-learning

engine room or LNG fuel gas supply

training for a crew of 25.”

management portal.

system and bunkering station.

Capt. Chawla’s views are often

In 2007 he also became Chairman

“It’s not rocket science,” he says

passionately expressed at the highest

of the GlobalMET maritime training and

modestly, “just converting learning in a

levels since he has sat on numerous

education association, which at present

modern and enjoyable way.”

committees of organisations -like BIMCO,

has members in 22 countries worldwide.

And although MarinePALS may

Intertanko, the Hong Kong Shipowners

Then in 2009 he set up the Anglo-

be the ‘new kid on the block’ among

Association (HKSOA) and Nautical

Eastern Maritime Academy in India, a 57-

a number of other maritime learning

Institute - attended IMO meetings,

acre campus where some 440 students

providers, Capt Chawla thinks its

spoken at conferences and published

pass out every year, rated as one of the

content is “pretty unique”. Others are

numerous articles in shipping journals.

country’s best. At the same time, he

now “copying our short-video format,”

Despite already having enjoyed

continued designing various software

he relates, “and no-one else makes as

a 50-year career in maritime, Capt.

programmes for ship management,

much use of VR and gaming.”

Chawla remains incredibly active,

“Two big issues are happening in

vessel performance, procurement,

normally travelling some 120 days a year

digital record books, a gaming app

the maritime world,” he continues:

- including visits to his daughter who is

called ‘Vessel Inspector’ and more.

“Decarbonisation and alternative fuels,

training to be a surgeon in Dublin. This

and Digitalisation.” Both will require

leaves little time for outside pursuits but

started getting frustrated because the

new training for roughly 800,000 officers

he keeps up the running of a charitable

younger generation didn’t read and even

and it’s physically not possible to bring

foundation that he started with his late

the older ones had a shorter attention

everyone into the classroom so here

wife to support the educational and

span,” he tells SMI. “So in 2018 I started

there needs to be blended learning

medical needs of disadvantaged persons,

doing research and came up with three

incorporating remote online lessons,

an activity that fits neatly with his passion

concepts: ‘micro-learning, games for

videos, VR and so forth.”

for improving the lot of seafarers.

Capt. Chawla takes up the story. “I

learning, and VR (Virtual Reality) training

Safety remains the overriding

Ship crews, he firmly believes, enjoy

programmes.” These went on to form

concern and Capt. Chawla has been

far better conditions today than when he

the basic structure of the MarinePALS

outspoken on the need to do more

was at sea, and modern ITC technology

digital learning management system,

to prevent accidents like deaths from

plays a great part in that, providing

which today is hosted on the cloud and

enclosed spaces. Why aren’t simple

entertainment and social interaction

Amazon platform.

detectors fitted to indicate when it’s

with families ashore. His message with

unsafe to open a hatch and enter an

MarinePALS is that it should now be used

MarinePALS,” he explains, “is trying to

enclosed space, he queries, pointing out

to incorporate latest modern techniques

provide learning in a format that young

that other hazardous industries spend

to improve the learning - and therefore

people enjoy - in short videos lasting no

roughly 8-10% of their operational costs

safety - of seafarers, as well. l

“Where we are going with

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Issue 111 September/October 2024

Ship Registries SEAFARER WELFARE AN AREA OF GREATER EMPHASIS FOR FLAGS The increasing focus on seafarer welfare matters more than for obvious humanitarian or safety reasons – it’s vital if the industry is to attract and retain the seafarers it so badly needs. Felicity Landon reports on the role that ship registers play in ensuring the welfare of those serving at sea.

L

et’s look at the nuts and bolts first. The Maritime Labour Convention (MLC) 2006 and the International Convention for the Safety of Life at Sea (SOLAS)

both set out requirements relating to seafarer safety and wellbeing, and a flag state must ensure that vessels registered under its flag are compliant with the regulations. That, however, leaves a lot of scope for ‘interpretation’ and/or taking on greater levels of responsibility for taking care of seafarers.

As Cameron Mitchell, Director of the Isle of Man Ship

international fleet. That is mainly due to companies who

Registry (IOMSR), says: “What everybody forgets about

want to provide better standards above the minimum MLC

the MLC is that it’s a minimum standard. We are fortunate

requirements.”

Cameron Mitchell

as a flag that we have some very

The IOMSR has delegated statutory surveys

good companies in our fleet when

for commercial ships to classification societies as

it comes to standards, welfare

ROs (Recognised Organisations) – that includes

and so on. We believe Isle of Man

ISM (International Safety Management Code), ISPS

ships are probably showing some

(International Ship and Port Facility Security Code) and

of the highest standards of the

MLC audits, which are carried out when a ship enters the

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Ship Registries

registry, between year two and three, and before the end

environment, says Olsen. “Secondly, BMA ensures that

of year five. Mitchell notes: “The welfare of seafarers is

seafarers are secured all their rights and responsibilities as

absolutely connected to the performance of ships, the

stipulated in MLC – the Seafarers Employment Agreement

safety culture on board and, to an extent, detention ratios

being the most important document to the seafarer to

and the amount of deficiencies picked up. If you have an

prove that he is employed and that shipowners signed

unhappy crew in unhappy circumstances who aren’t being

for their obligations. Furthermore, BMA ensures that

paid, they are not going to be working at their best. We

shipowners provide documented evidence of financial

see this as one of our four pillars as we move forward:

security for the seafarers’ wages and their repatriation.”

Cameron Mitchell says a major topic of discussion at the

digitalisation, decarbonisation, sustainability and seafarers.

Those are the important topics for us as an organisation

IOMSR is how companies ensure psychological and physical

and they fit very nicely into ESG.

safety and security on board – and how that translates into

“Meanwhile, our clients are of the view that anything

the drive for diversity, equity and inclusion (DEI).

they can do to retain the seafarers they have and make

“If we can’t ensure the psychological and physical

their lives better is positive. That gap of seafarers is just

safety and security on board for our current group of

going to get bigger as we go forward.”

seafarers, which isn’t hugely diverse, how much more

Capt. Oli Olsen, Deputy Director of the Bahamas Maritime Authority’s seafarers & manning department, says:

difficult is it going to be to get a really diverse and inclusive seafarer base on board ships?”

“BMA welcomes the focus on seafarer welfare in the current

He says that the companies that do well and

very competition-driven labour market. There is a scarcity of

have policies, procedures and strategies in place for

seafarers, which is increasing. Covid had an impact on that,

psychological and physical safety and security will

when people stopped their seagoing careers, but that is only

inevitably receive a lot more feedback from their seafarers

one reason. The main reason is the change in demography

in a ‘closed loop’ way.

However, in less ideal situations: “It isn’t unrealistic to

with an ageing population in the traditional providers of the seagoing workforce and lack of opportunities to achieve

believe that there will be a lot of seafarers out there who

the required training in parts of the world with a younger

still feel too intimidated or insecure to complain – because

population. The employer who offers the best conditions

they need the money, they need the jobs, they need to be

will have better access to the workforce. Welfare is indeed

away earning for their families.”

The IOMSR set up an online portal through which

important for personnel retention.”

He refers to the ILO discussions around whether the

seafarers can complain directly to the registry if they

maximum seagoing time should be

have concerns on board – “terms and conditions,

11 or 12 months: “I think we should

payment, hygiene, accommodation, food or conditions of

sit down and discuss 11 or 12 weeks,

employment – we will investigate.”

In fact, Mitchell says, complaints from merchant ships

not months.”

BMA focuses on shipowners which

Capt. Oli Olsen

26

are few and far between, while the flag receives far more

employ personnel who are qualified

complaints from yacht crews. “Yacht management seems to

for the positions they take on board,

be set up very differently and is quite an immature industry

as a matter of ensuring a safe working

compared to merchant shipping, so probably it’s not surprising.”

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Issue 111 September/October 2024

Ship Registries

Capt. John Hafner

The Marshall Islands Registry also supports seafarers’

The IOMSR also set up a seafarer welfare app which provides

families, via outreach to crewing agents.

seafarers with a direct link to the

Liam Ryan, International Registrar of Shipping and

International Seafarers’ Welfare

Seamen at St Kitts & Nevis International Ship Registry,

and Assistance Network’s (ISWAN)

says: “The safety and efficiency of shipping is easily

24/7 helpline. “One of the primary

affected by the crew – so we need to make sure the crew

things we wanted to do was to

are in a prime condition as much as we can. Look at some

connect seafarers to shore – to provide them with an

of the incidents the industry has seen – 75-80% of what we

avenue if it ever got to the point where they just couldn’t

have on the table would be because of crew fatigue.”

St Kitts puts a big emphasis on safe manning levels,

cope and needed someone to talk to while at sea.”

he says: “When shipowners or managers say ‘this is what

IRI, the administrator of the Marshall Islands Ship Registry, notes that a flag state must ensure that

we believe is safely manning the ship’, we ask – ‘how are

vessels registered under its flag comply with all relevant

you going to comply with MLC hours of work and rest?’

international maritime instruments and standards,

It may look good to the manager and save money, but

particularly for matters that pertain to seafarer safety and

what about the seafarers? Every day we have owners who

welfare – including under MLC and SOLAS.

push safe manning levels to the limit. If we don’t agree, we don’t agree. They then have to review their plans and

This means the inspection and certification of more than

propose something that we say is agreeable.”

4,000 ships that are RMI-flagged, says John Hafner, Vice President, Seafarer Manning & Training at IRI. In 2023, IRI

Under the principles of safe manning developed by

issued more than 85,000 RMI seafarers’ identification and

IMO, there are things that the registry can look at to help

record books to seafarers working onboard an RMI-flagged

reduce the manning, but only situations such as unattended

vessel. IRI also addresses a ‘proportional number’ of MLC

machinery space in the engine room, automation of the

2006 complaints on a daily basis, which are tracked, logged

machinery, etc., where the chief engineer or second

and investigated (whether valid or not) within 24 hours, says

engineer has an alarm system in their cabin that would

Hafner. In 2023, wages were a factor in 53% of all valid MLC

trigger if something went wrong, says Ryan.

“Safe manning levels are guidelines, not rules; they

complaints, while repatriation was a factor in 39%.

must be ‘to satisfaction to the administration’. Some

“Wages and repatriation comprise the two largest categories of valid MLC complaints received over the past

administrations may be satisfied, some not – but overall,

several years. This was also true prior to the pandemic.”

it is down to interpretation of what is safe, based on

Hafner says seafarer welfare has improved – the

conditions, routes, etc. For us, it’s all about: how do you

number of complaints steadily decreasing has underlined

intend to operate the ship safely? How do you intend to

that, apart from the spike during the pandemic.

comply with hours of work and rest requirements? Can you still comply with this?”

“Is it better than when I was at sea? Absolutely. One of

However, he points to managers that are ‘absolutely

the big reasons, aside from MLC, is connectivity.”

Regulatory Affairs Specialist Rose Hernandez is part

top class’ and wouldn’t do anything that puts crew at risk –

of the IRI core IMO team. “Others working with me are

“because they realise that crew are part of their ‘company

master mariners or spent their lives at sea; we draw on this

family’ and if they treat them right and keep them in good

experience to get feedback and the best input and output

spirits and paid on time, and they get their leave on time,

into international maritime law that we can,” she says.

they will be more positive towards their work.”

From St Kitts’ point of view, the biggest issue is around

She highlights the amendments to MLC due to enter into force in December (2024), which cover issues such

late payment. “A lot of the defaulters [those not paying

as social connectivity and internet access, ensuring that

seafarers] don’t help with the problem, they prolong the

seafarers are informed of their rights prior to engagement,

problem even more. We see cases of

requirements for balanced and nutritious meals,

crew complaints – missed payments,

disembarkation for medical care, prompt repatriation and

etc. – and you have to question why

providing appropriately sized PPE.

defaulters haven’t stepped in before

The MLC Tripartite Committee has its fifth meeting

to remove the crew. Some people

in April 2025, when harassment and bullying will be a

won’t go down that route because

key item up for discussion. “Bullying and harassment is

they don’t want to do the paperwork.

definitely being pushed hard by some delegates – we have

In terms of crew welfare, this needs

been working on this for some time,” says Hernandez.

to be a joint effort.

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Liam Ryan

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Ship Registries

Transparency, accuracy and timely information is crucial for us

mental health, due mainly to isolation (being away from

as a flag state – and there is an issue with this sometimes.”

family and friends for extended periods), security and

Seafarer welfare refers to physical and mental health,

piracy threats, bullying and harassment, abandonment,

safety, security, fair treatment, wages and capacity

health and safety, poor nutrition, non-payment of wages

development, says Bertrand Smith, Director General of the

and limited or no internet connectivity while at sea. All

Maritime Authority of Jamaica (MAJ).

these issues do not only affect seafarers but also impact

“The flag state with which the ship is registered is

heavily on their families.”

The increased focus on seafarer welfare is welcome,

conferred with the responsibility for the welfare of the seafarers working under its flag. These responsibilities are

especially from a humanitarian perspective, he says.

guided by international conventions, national legislation/

“Seafarers are regarded as the lifeblood of the global

regulations and policies,” he says. “Port State Control

economy as 90% of world trade is moved by more

officers ensure regular inspections of vessel – not just

than 50,000 merchant ships, crewed by over 1.9 million

Jamaican flag vessels but also vessels visiting Jamaica,

seafarers worldwide. The welfare of seafarers is very

to ensure they meet the international safety and welfare

important and if the issues are not addressed with alacrity,

standards. During PSC inspections, documentation,

the retention of seafarers will be a critical issue. The

accommodation, food and other areas are checked to

ICS/BIMCO 2021 report pointed to a critical shortage

ensure compliance. The Registrar of Seafarers ensures that

of officers by 2026 if more training and certification of

complaints received in relation to employment issues are

officers is not done – hence the need to make seafaring a

addressed on a timely basis.”

more attractive and lucrative alternative to other careers.”

The MAJ actively engages with the industry and

Access to welfare services is another area of responsibility, he says – “facilitating access to welfare both

seafarers in activities such as the International Day of the

onboard and in ports, and giving seafarers an opportunity

Seafarer, visiting vessels in local ports, interacting with

for shore leave, as well as a break from their confined

seafarers, and sharing tokens of appreciation, says Smith.

spaces and their mundane tasks. The

“This includes foreign and local seafarers. We listen to

MAJ ensures vessels on its flag are

their concerns and address any issues they may have.”

Seafarers can contact the Registrar of Seafarers via

adequately resourced and informed to preserve the rights of seafarers.”

Bertrand Smith

The entry into force of the MLC

matters, psychological or otherwise. The MAJ is working

in 2013 brought improvements, says

to establish a crew welfare centre in Jamaica, putting in

Smith, but there is still ground to

place policies around bullying and harassment and to

cover. “The Covid-19 pandemic has

cover pregnant seafarers.

Ensuring MLC compliance requires constant monitoring

uncovered many deficiencies in relation to seafarers’ welfare. These included

30

phone, walk-in office or social media to address any

Ship Management International

and close coordination with the various stakeholders,

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Ship Registries

Panos Kirnidis

including PSC, seafarer charities

actions taken by the ITF, such as the Welfare Centre

and other maritime organisations,

Index, and ISWAN, which both promote seafarers’ welfare

says Panos Kirnidis, CEO of Palau

worldwide. “Moreover, voluntary contributions are

International Ship Registry.

remarkable, with shipowners, seafarers’ organisations and maritime trade unions recognising that their crew members

He says the challenge for a ship registry is when complaints

benefit from welfare arrangements in ports around the

and concerns relating to MLC

world and, therefore, making financial contributions.

“However, we note that this can impact the

implementation are received from a seafarer. In this respect, there are two complaint systems – on board and

performance of registries, as detentions may occur

on shore – both of which involve submitting a complaint

following complaints to the ITF or other authorities. For

to the PSC officer, which in turn triggers a more detailed

instance, the non-payment of wages, while not directly

inspection of the vessel – and may lead to its detention.

monitored by the registry, can lead to vessel detention. In any case, the emphasis on welfare aligns with our mission

Flag administrations must often handle issues

to ensure high standards in the shipping industry.”

regarding seafarer welfare complaints, including nonpayment of contractual wages, failure of the owner to

The Gibraltar Maritime Administration is an active

repatriate seafarers, lack of maintenance and support

member of the Gibraltar Seafarers Welfare Board (GSWB),

and other detainable offences, which are the main

whose other members include Gibraltar-based maritime

responsibility of shipowners and managers, says Kirnidis.

seafarer support charities, the port authority, other regulatory bodies and local shipping companies. With the

One of the significant concerns in seafarer welfare is mistreatment, according to PISR. “There has been an

support of the Gibraltar government, the GMA is fully

alarming rise in the number of cases of abandonment

committed to promoting the welfare of seafarers serving

reported to IMO, with a considerable number of cases

on Gibraltar-flagged vessels and seafarers visiting Gibraltar,

still unresolved. Primary responsibility for the welfare and

says Dylan Cocklan, GMA Maritime Administrator.

“The primary role of the GSWB is to coordinate welfare

wellbeing of seafarers lies with shipowners, according to the ILO. Flag states must ensure there is a financial

services for merchant seafarers visiting the port. It serves

security system in place to assist seafarers in cases of

as a platform for all stakeholders to meet regularly,

abandonment. Persistent challenges also include issues

share information, offer mutual support, and collaborate

related to seafarers’ poor working conditions and

effectively to enhance the wellbeing of seafarers,” he

mental health. While some improvements have been

says. “The GMA actively collaborates with other GSWB

observed due to increased international focus on these

members to improve seafarer welfare and consistently

issues, the complexities of monitoring compliance across

seeks to participate in initiatives and projects that further

various jurisdictions mean that these problems remain

this goal. By fostering collaboration and supporting

prevalent. PISR is committed to actively addressing these

practical efforts, the GSWB aims to make a meaningful

challenges through enhanced vetting processes and close

contribution to the wellbeing of seafarers.”

It is essential to highlight the significant role that a

collaboration with stakeholders, ensuring that seafarer

ship registry plays in the seafarer welfare, says Cocklan.

welfare remains a priority in our operations.”

“The flag state is primarily responsible for enforcing

PISR has invested in ‘robust processes’ enabling it to access critical information and intelligence swiftly and assist

applicable statutory instruments, including the MLC and

in the resolution of seafarers’ abandonment accordingly.

other relevant ILO Conventions. The MLC establishes international standards for the living and working

“The flag administration’s prime role is to ensure that the information received is handled responsibly, adhering

conditions of seafarers, and it is the duty of the flag state

to data protection and confidentiality and to timely

to ensure compliance with these standards on ships flying

mediate and coordinate with shipowners and managers to

its flag,” he says.

expedite the payment of wages and/or repatriation of the

Every flag state is required to

seafarers by providing respective documentary evidence.

exercise its jurisdiction and control

This allows us to resolve disputes involving seafarers

effectively in administrative, technical

onboard our vessels as quickly as possible, working closely

and social matters over ships flying

with relevant parties, including the IMO and ITF.”

its flag, notes Cocklan. “These

PISR says it welcomes the increased focus on seafarer

obligations are vital for creating a

welfare and supports activities for better health and

safe working environment, as they

wellbeing amongst seafarers. It points to activities and

enforce standards for ship safety

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Ship Registries

The environment around seafarers has changed significantly

and crew competence, thereby promoting the welfare of seafarers. In summary, these maritime regulations work

during recent decades, Capt. Olsen at Bahamas Maritime

together to ensure that flag states maintain safety, uphold

Authority points out. “Previously seafarers on a ship were single

decent working conditions and protect the rights of

nationality or at least from the same cultural background. With

seafarers on vessels operating under their flag.”

the internationalisation of the industry, multicultural crews came

In terms of PSC, the ‘no more favourable’ treatment

on board and with the enclosed environment of a ship, this may

principle concerning non-ratifying countries has helped

cause problems – both cultural clashes and the effect on mental

improve enforcement of MLC and maintain the required

health due to a sense of isolation. When there were single

standards, he adds. “This principle ensures that ships are

nationalities on board, the seafarers were usually members of a

expected to achieve substantial compliance with international

national trade union which would support them. For instance,

regulations, thereby strengthening the convention’s global

in cases with non-payment of wages trade unions would step

impact, even if the flag state has not ratified the convention.

up and in worst cases arrest the ship to resolve the case. With

Nevertheless, several challenges related to seafarer welfare

the internationalisation of crews, trade unions became less

continue to persist.”

empowered because they could not secure collective bargaining agreements with shipowner associations. MLC has improved these conditions. However, the flag state cannot act as a trade union but must be non-partial when disputes arise between shipowners and crew members. This has led to the ITF’s role as an important player to act on behalf of the seafarers.”

Cameron Mitchell at the IOMSR says seafarer welfare is getting better, but at a very slow pace. “A lot of that is to do with the MLC and those minimum standards which haven’t really changed since it came into effect in 2013. We really need to get seafarers on the same terms & conditions, or as near as we can, to the minimum ashore.”

His vision is of goal-based seafarer welfare standards, with rewards for companies that work towards higher welfare standards and better seafarer employment terms. “We could do that via something similar to what we offer companies that are innovating using green technology – we discount their annual registration fees. There could also be some form of accreditation, providing documentation from the flag state to show that they are going above and beyond what MLC requires of them.”

And as Liam Ryan at St Kitts says: “I have never been in a company [previous to joining the maritime industry] that hasn’t had an employees’ assistance programme for employees to call on if they are going through a difficult time or need advice or someone to talk to. Why should seafarers be any different?” l

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Issue 111 September/October 2024

Dispatches

CMA CGM ship berthed at flagship Tecon Santos terminal

CMA CGM buys big in Brazil

By Rob Ward

shelling out US$1.12bn to buy a major shareholding

C

back in December of 2017, and has been ramping up its

in South America’s largest independent port

Brazilian operations even more since then. It is especially

operation company, Santos Brasil, with a commitment to

keen to continue improving and expanding its cabotage

offer to buy the rest of the shares “within a few months”,

and Mercosur coastal services from the River Plate/south

bringing their potential total spend to US$2.26BN.

of Brazil to Manaus, in the state of Amazonas.

MA CGM surprised everyone in Brazil and beyond by

CMA CGM bought Mercosul Line, from Maersk Line,

Continuing the process of ‘verticalization’ in Brazil,

In terms of boosting its Amazonas coverage and

begun some 10 -15 years ago by rivals Maersk Line and

‘verticalisation’ process – whereby shipping lines insert

MSC as they added terminal operations and logistics

themselves in the entire transport and logistics chain,

companies to their brands in the South American country,

rather than just port to port – the addition of Tecon Vila

the French carrier has thereby added a large port

do Conde, located near the key Northern port of Belem,

portfolio to its already significant presence in Brazil.

is seen by Brazilian logistics experts as a “very clever

That presence already includes a workforce of some 10,000 - spread across eight offices throughout Brazil,

tactical move”.

“I think it will be good for the market, to improve the

including employees of its CEVA logistics company - which

competition,” commented one local observer, “and it will

will now grow significantly as it buys out Santos Brasil

be very good for CMA CGM, as they have had a Brazilian

and its various assets. Starting with the shareholdings

cabotage company [Mercosul Line] for a few years but

of Opportunity Group, which held just under 48% of

did not have terminals to assist them with transhipment

Santos Brasil, the French bought out the group’s shares at

options and rates. But now they do, and it is after one

Reais15.30 a share (higher than the closing price that day

of the longest courtships in Brazilian port history”- a

of Reais12.71) on September 23 on the Sao Paulo Stock

reference to reports of several large liner and port groups

Exchange (Bovespa).

having circles Santos Brasil in recent years.

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Dispatches

As well as Tecon Vila do Conde, CMA CGM will also get for its money the 2.5M TEU per annum capacity Tecon

is subject to the usual Brazilian regulatory checks but it is expected to pass those without hindrance or delay.

Santos terminal - the largest in all South America; TEV car

“From the perspective of the authorities it is much

terminal in Santos; Tecon Imbituba terminal for boxes and

easier to give the go-ahead for CMA rather than previous

general cargo in the south of Brazil; a liquid bulk terminal

suitors, Maersk and MSC, because CMA does not have any

in Itaqui to the north; and a growing logistics subsidiary

major port facilities in Brazil,” said one well source in Sao

that will tie in with already owned CEVA Logistics, also well

Paolo, adding that he believed this “massive investment”

established in Brazil with a 7,500 strong workforce.

will see the French line start to increase their market share

During the first seven months of this year, Tecon Santos

in Brazil over the coming years. CMA CGM currently enjoys

increased its market share in the port of Santos from 38%

a 10% share of deepsea trade, compared to MSC’s 25%

up to 41.3% of the 3.094M TEU handled up to end of July

and Maersk’s 17%, and 15% for cabotage and feeder versus

31, 2024. This was at the expense of BTP (a joint venture

MSC’s 21% (via Log-In) and Maersk’s 27% (via Alianca).

Meanwhile, as this issue went to press news broke that

between regional rivals MSC and Maersk), whose share fell

MSC was paying $768m to buy a majority stake in Brazil’s

from 39% to 34.9% due to operational difficulties.

For the 12 months to June 30, 2024, Santos Brasil generated

Wilson Sons, a towage provider and terminal operator – in Bahia and Rio Grande - via its SAS Shipping Agency

Reais 2.55bn in revenue and EBITDA was Reais 1.28bn.

The French carrier’s offer for the Santos Brasil shares

Services a response to CMA CGM’s move perhaps?.l

Amazon hit by drought conditions

C

MA CGM, along with other carriers, has established a Low water Surcharge for all containers loaded/ unloaded at the Brazilian jungle port of Manaus, a city with its 2.4 milion population, which is suffering from the worst drought in living memory.

“Last year was the worst for more than

100 years,” said one line manager for a global

Vila do Conde port, near Belem

carrier, “and this year is even worse and threatening to get worse still.”

Water levels in the Amazon are usually at a bountiful 40 metres for the high-water and 31 metres for the low-water seasons, but global warming has reduced those levels and caused two critical choke points on route to Manaus.

These cause ocean-going vessels (of up to 5,200TEU capacity) to sail with often severe draft restrictions, sometimes with just 40% of full loading. Many containers are barged to Manaus from Vila do Conde, near Belem, some 1,584 km from the jungle city, with expensive additional costs added.

The French carrier has been charging an extra $5,700 per unit since late August and this is set to continue until at least the end of the year, and probably into January. MSC told its customers it would be charging $5,000 per dry container “for an undetermined period until water levels are back to normal”, and Maersk Line is charging $5,900 per box.

“During the dry season, the capacity of our vessels may be reduced by up to 70%,” said a CMA CGM spokesperson. “Therefore, to be able to maintain regular calls to/from Manaus, without compromising the safety of navigation, the crew, and the cargo, it is necessary to apply the Low Water Surcharge.”

Owing to its huge industrial park and Economic Free Trade Zone (FTZ), Manaus is the fifth largest port in Brazil and the biggest for cabotage. Throughput of 758,000 TEU is forecast for this year, up 12% on last year.

“With global warming, these severe droughts on the Amazon shipping lane to Manaus look set to continue for years to come,” commented one shipper based in Manaus, “so CMA CGM have been very smart in buying into Vila do Conde, as they can gain from transhipment there for their own and third-party vessels.” l

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Marine Insurance Increasing risk of extreme weather events requires insurance re-think

By Marcel Krol, International Business Development Manager, FDR Risk

W

hen the Phoenicians ruled the seas of the

is still being calculated, but

Mediterranean from approximately 1000 to 200

estimates suggest billions of

BC, it is likely that the seascapes they had to

dollars in losses.

combat were not dissimilar to those witnessed in the 1950’s.

From an insurance

After all, the maritime industry has forever contended with

perspective, this incident

seasonal weather events.

raised a number of critical

Known for their maritime skills, and the first people

questions. How will insurers

to introduce curved bottom boats, the Phoenicians -who

address similar congestion-

occupied modern day Lebanon - would have been skilled at

related delays in the future?

tackling extreme weather events. Yet, while these events have

Will premiums rise to account for these climate-driven

always been a mariner’s foe, their frequency and intensity is

disruptions, and how will underwriters respond to increasing

likely to have only radically changed from those ancient times

claims related to weather perils, once considered “atypical,”

in recent years; a signal of a broader, more persistent threat

now becoming routine?

It’s not just the Panama Canal. Ports around the world

driven by the changing climate, and one that the marine

are vulnerable to climate impacts that will reverberate across

insurance market cannot ignore.

Reams of data confirm the inescapable trend of increased

supply chains. In particular, low-lying ports in regions such

frequency and intensity in weather events. According to the

as Southeast Asia, the Caribbean, and North America are

World Economic Forum’s (WEF) Global Risks Report 2024,

facing rising sea levels and increased storm intensity. A study

extreme weather ranked as the most likely global risk to

reviewed by the Environmental Defense Fund (EDF) found

trigger a material crisis this year. Not only does it rank highest

that climate impacts on ports alone, including infrastructure

in the short term, but it remains a top concern over the next

damage and operational disruptions, could cost the shipping

decade. This aligns with the scientific consensus that the global

industry up to $10 billion annually by 2050—and this number

temperature rise will surpass 1.5°C by the 2030s, triggering

could skyrocket to $25 billion per year by 2100.

Ports are also increasingly forced to shut down due to

more intense weather patterns.

For the maritime industry, these environmental shifts are

extreme winds. Most recently, Super Typhoon Yagi temporarily

creating a “new normal,” where droughts, floods, and intense

closed critical economic hubs like Vietnam’s Nam Dinh Vu.

storms will be the standard rather than the exception. This

Meanwhile, other major ports such as Shanghai and Ningbo

reality places pressure on marine insurance firms to adapt

face an average of five to six days of weather-related

their policies and pricing models to reflect the heightened

operational disruptions each year, primarily due to extreme

risk climate change poses to global shipping operations.

wind conditions. In the past, catastrophic events such as

If we cast our minds back to the drought that affected the

Hurricane Katrina in 2005 and Hurricane Harvey in 2017 leave

Panama Canal in 2023, it was a watershed moment for the

even longer lasting effects, with the aftermath of both storms

shipping industry. The extended dry season severely restricted

resulting in port closures across the USA’s southern states.

the canal’s water supply, leading to an unprecedented backlog

Many were shut down for up to four months with estimated

of over 200 vessels. Shipments were delayed, supply chains

costs again reaching into the billions ($), illustrating the massive

were disrupted, and the financial cost to the shipping industry

economic repercussions of extreme weather events.

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Marine Insurance

insurers model potential risks with greater precision. However,

Another area where climate change is already having a profound impact is container loss at sea. The World Shipping

human oversight remains crucial, especially when it comes

Council has reported that, since November 2020, the number of

to navigating uncharted territory. Data alone does not

containers lost to rough seas has more than doubled compared

provide the nuanced understanding that is often required to

to the previous decade. With 80% of global goods travelling by

craft bespoke policies tailored to the needs of shipowners

sea, this trend underscores the urgency of finding solutions.

operating in this volatile environment.

The evolving risks associated with climate change have also

While premium increases are likely to increase at some

been highlighted. In fact, Lloyd’s of London used risk scenarios

stage, insurers must also work with shipowners to find more

to estimate the global economic impact of extreme weather

comprehensive solutions that address the full spectrum of

events. Although the scenarios also captured weather events

risks associated with extreme weather. This may involve

outside the maritime sphere, it was noted that the Caribbean,

re-evaluating weather policies across entire fleets, ensuring

an area particularly suspectable to extreme weather events,

that ships transiting high-risk areas like the Panama Canal are

could lose 19% of its GDP across a five-year period

adequately covered for the increasing likelihood of climaterelated disruptions.

INNOVATIVE SOLUTIONS Given these trends, the marine insurance market can no

The trends all point that extreme weather events are no longer isolated incidents — they represent a paradigm shift;

longer rely on traditional models that do not fully account

a new normal that even the Phoenicians would not recognise.

for climate-driven risks. If extreme weather perils continue to

For the insurance industry, the stakes will start piling up if

multiply, insurance providers will reassess what constitutes

the right course is not mapped out quickly. The increasing

“standard” coverage. This involves a fundamental shift in

frequency and severity of these events will have far-reaching

how risks are evaluated, from individual vessels and fleets to

consequences for international shipping, making it essential for

broader supply chain vulnerabilities.

insurers to adapt their models and policies to reflect this new

For FDR, adapting to these changes requires innovative

reality, working together with ship owners and other logistic

solutions. Data analytics and digitisation are playing an

and supply chain providers to find more suitable solutions for

increasingly important role in marine insurance, helping

all parties. l

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Regional Focus

CYPRUS:

Keeping a

sharp focus

on seafarer welfare

C

yprus is the leading European centre not only for third-

following the regular updates provided by the Cyprus

party ship management but for crew management as

Government, the European Commission, the International

well, as well as being one of the EU’s leading shipping

Chamber of Shipping (ICS) and the European Community

flags. The government and Cyprus-based shipping companies

Shipowners Associations (ECSA), providing guidance and

alike have always placed great emphasis on the importance

support to its Shipping Member-Companies for risk mitigation

of looking after the welfare and training of seafarers and shore-

and vessel security.

“Combined with robust maritime infrastructure and a

based staff in the shipping sector, second-biggest contributor to the national economy after tourism.

Thomas Kazakos, Director General of the Cyprus Shipping Chamber (CSC) - which recently celebrated its 35th anniversary

proactive stance on crew safety, Cyprus continues to be an ideal hub for crew management, emphasising care, security and sustainable practices amid global uncertainties.”

The island also serves as a beacon on Diversity, Equity

- comments: “The Chamber has consistently prioritised crew welfare, recognising the essential role of seafarers in the

and Inclusion (DEI) issues, for the maritime workforce at sea

global supply chain. Since the pandemic, this commitment has

and ashore. In October it hosted the Women’s international

deepened with Cyprus taking proactive measures to support

Shipping & Trading Association (WISTA International) AGM

crew health, safety, and mental well-being. Initiatives included

and Conference that marked the body’s 50th anniversary, and

facilitating crew changes, advocating for prioritising seafarers’

former WISTA Int’l President Despina Panayiotou Theodosiou,

vaccinations and ensuring compliance with international

Co-CEO of Cyprus-based Tototheo Maritime, was honoured

welfare standards on Cyprus-flagged ships.

with the first ever IMO Gender Equality award earlier this year.

Addressing that WISTA Conference, the President of the

“In light of recent geopolitical uncertainties, including the Middle East conflicts and threats such as Houthi attacks

Republic of Cyprus, Nikos Christodoulides, acknowledged

on merchant Shipping, Cyprus remains steadfast in ensuring

that the body’s national arm WISTA Cyprus had contributed

the safety of seafarers on board Cyprus-flagged ships. The

to consultations behind his government’s National Strategy

Chamber closely monitors these situations and has been

on Gender Equality 2024-2026. The Shipping Deputy

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Columbia’s Female Cadet Mentoring Programme

Minister, Marina Hadjimanolis, will now be involved in

shipmanagement appears to remain unaffected. In turn that

work on a new study of gender ratio, trends, needs and

means it’s currently business as usual for the service industry.

challenges in order to crystallise future government action on DEI (see also Ad Hoc item).

Cyprus-based Matrix Ship Management and sister

‘Of course, Cyprus has also become a kind of safe haven for thousands of Ukrainians, Russians, Lebanese and Israelis, who are trying to rebuild their lives here away from the

company Henley Travel are led by Mark Crawford and Mike

troubles in their respective homelands,” the company adds,

Dobson. Matrix is a leader in Ro-Pax vessel management,

“but also migrants, especially young people who are working

specialising in crew management, technical management and

mainly in the construction industry and as delivery drivers.”

vessel safety, and believes that “investing in crew welfare isn’t

Limassol-based Marlow Navigation has been a part

just good practice—it’s the right thing to do.”

of Cyprus’ maritime success for over 40 years, operating

Mike Dobson explains: “In recent years, crew welfare

among the global leaders in crew and ship management. The

has taken centre stage in the maritime industry, and for

company’s fleet under crew management is over 1,100 vessels

good reason. The COVID-19 pandemic revealed just how

and more than 16,000 seafarers are onboard, highlighting

vulnerable seafarers are, with many stranded at sea for

the trust placed in the company by its diverse customer

months, cut off from their families. Today, with ongoing

base. As one of the well-known employers on the island,

geopolitical crises like the tensions in the Middle East

Marlow Navigation provides comprehensive third-party ship

affecting the Red Sea and the Russia-Ukraine conflict

management services, including technical management,

disrupting the Black Sea, seafarers continue to face

newbuild supervision, and specialised crew training. The

significant challenges. Their physical and mental well-being is

company has also expanded its reach with the launch of its

more important than ever, and at Matrix Ship Management,

dedicated Marlow Offshore brand, underscoring its expertise

we’ve made it our mission to prioritise their welfare.

in offshore vessel operations.

“Matrix Ship Management understands that crew

Marlow points out that the robust maritime expertise

members are the heart of maritime operations. Cyprus, our

and qualified workforce of Cyprus have been integral to

base of operations, plays a vital role in making this possible.

its growth and success. Today, with its 400 shore-based

Despite being geographically close to some of these high-

employees in Limassol alone, Marlow is focused on shaping

tension areas, Cyprus offers a stable, secure environment for

the future of seafaring, recognising that continuous

ship and crew management. Its strong maritime infrastructure,

investment in training is crucial as the industry moves toward

favourable legal framework, and neutrality in regional conflicts

automation and net-zero emissions.

make it an ideal hub.”

Understanding that the future of shipping will demand

Another local company agrees that Cyprus remains

new skills as ships become more advanced, integrate new

an ideal base from which to carry out maritime business,

technologies and adopt alternative fuels, Marlow offers

including insurance-related matters, commenting to SMI:

specialised training to its seafarers such as basic and advanced

“Despite its geographical proximity to the wars in both the

IGF courses on Methanol Dual Fuel technology among many

Middle East and Ukraine, Cyprus as a centre especially for

others. Additionally, the company has developed its own Issue 111 September/October 2024

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Regional Focus: Cyprus Report

Continuous Proficiency Development (CPD) programme,

O’Neil as calling them “the backbone and raison d’être for

which includes various courses on both soft and practical skills.

what we do and how we do it, and that is why we put their

The programme was established to meet the growing demand

consideration at the front, middle and end of everything we

for qualified and competent officers and to accelerate the

do. Without absolute focus on the S in ESG we cannot achieve

career advancement of talented and motivated Ratings in a

the E or the G.” Taking a holistic approach to crew wellbeing, Columbia

structured manner, complementing their onboard experience.

In addition to its forward-thinking approach to training,

has various collaborative partnerships and initiatives that

Marlow Navigation sees itself as re-shaping crew management

promote healthy physical and mental wellbeing. One such is

through its innovative ‘CrewCompanion’ application. Available

the programme of proactive health and wellbeing measures

as a native app or on the web, CrewCompanion provides

implemented in collaboration with OneCare Group, including

seafarers with secure, real-time access to essential information

Marine Medical Solutions (MMS). By prioritising early medical

such as documentation, flight details, contracts, payroll, and

intervention and utilising advanced telemedicine technologies,

allotments. Furthermore, it keeps the seafarers updated on

the company reports significant improvements in managing

company news and activities, making it a comprehensive

onboard medical emergencies and a noticeable decrease in

solution not only for reducing administrative burdens and

emergency medical disembarkations.

Another recently announced collaborative programme on

enhancing operational efficiency, but also to stay informed and connected with the company. Future updates will further

the training front is a Leadership Development Programme,

streamline operations, all with the aim of making life easier

offered in conjunction with global leadership consultancy

for seafarers, while simultaneously improving the company’s

FranklinCovey, aims to recognise and nurture leaders and

overall service delivery.

build high-performing teams. The programme forms part of

Marlow also believes that crew welfare is not just a

what O’Neil describes as Columbia’s “commitment to lifelong

business priority but a moral obligation. The company

learning” which includes “excellent existing initiatives, such

recognises that the physical and mental wellbeing of

as the New Graduate Programme”. Late last year CSM also

seafarers directly impacts their safety, performance and

launched a Female Cadet Mentoring Programme, to help

overall job satisfaction. Marlow and its clients have always

recruit and retain more female cadets in maritime.

Then this October, Columbia Group announced plans to

prioritised the health and wellbeing of crew, providing specialised training on topics such as stress management,

transform its traditional crewing department into a fully-

physical fitness, and mental resilience. The company also

fledged Maritime HR Department, aimed at revolutionising

looks after seafarers’ families and communities, providing

the management and support of its seafarers. The move

food banks, building school facilities, offering scholarships,

was said to be “inspired by shifts in global shipping

and engaging in humanitarian relief efforts.

dynamics and the changing expectations of seafarers”,

In all the above ways Marlow feels it is shaping the future

signalling a “future-focused approach to crew management

of seafaring with a forward-thinking approach that prioritises

and development’. At the helm of this transformation is

both technology and people.

Capt. Faouzi Fradi, Columbia Group’s Director of Crewing

Limassol-based Columbia Shipmanagement (CSM) is a member of the Columbia Group, which offers maritime,

and Training, who will take on the new role of Managing Director of the Maritime HR Department.

Bernhard Schulte Shipmanagement (BSM) has its major

logistics, leisure, energy and offshore services platform. In its latest Sustainability Report the Group chooses to highlight

operational base on the island where it also runs the BSM

the importance of its 20,000+ People, quoting CEO Mark

(formerly Hanseatic) Training Centre Cyprus. It recently announced the appointment of Bjoern Sprotte, ex-CEO of V.Group’s shipmanagement business, as Chief People and Sustainability Officer to the Management Board, based in Limassol, where he will oversee all HR activities for shore and marine operations at BSM as well as the environmental, social and governance (ESG) strategy across the wider Schulte Group.

BSM CEO Ian Beveridge said the board-level appointment reflected the group’s increasing focus on “socially and environmentally conscious growth,” adding that “changing aspirations in recruitment pose new challenges”.

BSM this year won the inaugural ‘Best HR Initiative’ award

Shipmanagers conduct on-the-job training

at Spinnaker Global’s Maritime People and Culture Conference

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for its comprehensive Diversity, Equity, and Inclusion (DEI) programmes. The company has set ambitious diversity targets and delivers training programs on inclusive behaviours to 30% of shore staff, while its mental health training programme has been delivered to more than 3,500 seafarers and shore staff.

In 2023, BSM achieved significant milestones: two females were assigned as management board members, and 31% of shore managers were female, reflecting a 5% increase compared to 2022. BSM is a proud signatory to the All Aboard Alliance, a

Mintra’s Trainingportal Learning and Competency Management System

collaborative effort led by senior maritime industry leaders to accelerate DEI efforts at sea and ashore. The company has also

expertise in catering management and culinary development

recently introduced its BSM Female Mentorship programme.

On the recruitment and training front, BSM earlier introduces

with Intership’s innovative solutions, we are set to transform the maritime industry and improve the life of seafarers.”

a new educational programme for future seafarers called BSM Smart Academy, which is a collaboration with selected maritime

Interorient Shipmanagement is one of the oldest owners

universities worldwide with the goal of closing the gap between

and third party managers on the island having been founded in

academic knowledge and practical training.

1979. Today offers both crew management under a full technical

Cyprus-based ship and crew manager Intership Navigation

management agreement and standalone crew management and

earlier this year announced the migration of its fleet of over 100

training solutions, as well as having its own corporate and crew

vessels and 3,000 seafarers to Mintra’s Trainingportal Learning

travel arm (Mercurius).

and Competency Management System, thereby demonstrating

On the training front the company has developed what it

its commitment to enhancing the training, career progression,

describes as a unique Career Development System (CDS) of

and safety of its seafarers. The company boasts an impressive

mentoring and training which develops a training culture on

crew retention rate of 96%, attributed to robust support from

board vessels, allowing seafarers to develop their skills and

its group-owned manning agencies and the Intership Navigation

competency levels and prepare themselves for the next step in

Training Centre (ISNTC) in Manila.

their career paths. Training continues ashore where Interorient regularly conducts seminars and in-house trainings and

Mintra’s competency management system, provides clear visibility and centralised control, enabling seafarers to actively

workshops in the seafarers’ home countries or online. The crew

work towards promotion. In addition, Mintra’s psychometric

management framework includes a suite of digital services to

assessment platform, SafeMetrix, will be used to help with the

which seafarers have full access in order to manage their careers,

recruitment and career development of seafarers and ultimately

finances, mobilisations, contracts etc.

to better understand and quantify the non-technical skills of the crew to ensure their wellbeing and safety.

Intership CEO Dieter Rohdenburg stated: “By successfully

On the seafarer welfare front, the company says it is an equal opportunities employer supportive of DEI (Diversity, Equity and Inclusion), employs company KPIs (Key Performance Indicators)

migrating our vessels to Trainingportal and engaging with

linked to on-time reliefs, provides mental health training and

SafeMetrix, we highlight our commitment to providing our

resources that are available to all, and employs an anonymous

seafarers with the best possible tools to deliver the flawless

whistleblowing tool to ‘give seafarers a voice’ – a desire that

service we promise our customers. We fully recognise that our

seems common to the Cypriot shipping community as a whole. l

seafarers are the ambassadors of our business, and we will continue to invest in both their wellbeing, and their training.”

More recently Intership has teamed with leading international maritime catering management and training business MCTC, also Limassol-based, to launch ‘ISN Catering powered by MCTC’, designed to address the unique challenges seafarers face by providing healthy and nutritious meal plans, culinary development opportunities and top tier catering support services.

Christian Ioannou, CEO of MCTC, stated: “Our collaboration with Intership Navigation marks a significant milestone in our mission to enhance the quality of life for seafarers. By combining our

Bridge simulator at BSM’s Maritime Training Centre in Cyprus ©BSM Issue 111 September/October 2024

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Seafarers: backbone of global shipping, but at what cost?

By Alexandros Vorgos, Aphentrica Marine Insurance Brokers

S

eafarers remain the unsung heroes of global trade, yet their safety and welfare are continuously tested by growing geopolitical and maritime security risks. With the world’s reliance on shipping to

sustain global supply chains, it’s crucial that the industry doesn’t overlook the human cost of operating in High-Risk Areas (HRAs).

In the wake of the COVID-19 pandemic, which exposed significant gaps in seafarer rights and repatriation procedures, coupled with the RussiaUkraine conflict and the ongoing tensions in the Red Sea, seafarers are increasingly finding themselves in harm’s way. Despite their designation as key workers, they have often been left stranded, with delayed access to medical care, creating severe mental health burdens.

The insurance industry, while swift in updating policy coverages, has faced jurisdictional barriers, bureaucratic delays, and the ever-changing nature of these conflicts, further complicating their response. Seafarers aboard vessels in conflict zones need not only protection against physical harm but also immediate access to mental health care and repatriation assistance.

Crew liabilities coverage typically falls under the ship’s P&I insurance, but when a vessel operates in an HRA, this coverage shifts under the Hull War breach insurance. Shipowners must ensure these policies are extended to include primary P&I, with an additional limit up to the ship’s hull value. In the event of a claim, this becomes a separate head of claim over and above the physical loss of the vessel. If the claim exceeds the hull value, the Excess War Risks under P&I cover is triggered, though this is limited to $80 million under the Russia-Ukraine-Belarus clause in the International Group (IG) agreement.

For shipowners with fixed premium covers, the lack of excess coverage, particularly in conflict zones, puts them at significant risk. It’s imperative that they consider purchasing additional excess war coverage to protect their crews and vessels beyond their ship’s hull value.

At Aphentrica, our extensive experience in handling P&I and War Risks claims has given us first-hand exposure to the harsh realities of war zones.

We have unfortunately dealt with several claims involving ship attacks in Ukraine and the Red Sea, which resulted in seafarer fatalities and injuries. In such incidents, our priority is always the crew. Having the right coverage in place ensures a rapid and effective response.

The IMO and the International Labour Organization (ILO) have worked to establish guidelines to protect seafarers, particularly in conflict zones, but the jurisdictional and logistical barriers often leave shipowners and insurers with limited options. The responsibility falls on shipowners to work closely with their insurers to ensure that their vessels and crews are fully protected.

Understanding the distinctions between P&I cover, Hull War breach insurance, and excess war risk policies is essential in managing the complex risks involved in operating in these areas.

Shipowners are urged to review their current war risk and P&I policies to ensure they provide adequate protection not only for their vessels but, most critically, for their crew. Comprehensive risk management strategies must address the full scope of potential exposures, from physical damage to the vessel to the mental and physical well-being of the crew. Aphentrica stands ready to assist our clients in navigating these challenges with expertise and compassion. l

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Education From Sea to Strategy: Mattias Ottosson’s Blue MBA journey

An alumni of the Copenhagen Business School Executive MBA in Shipping and Logistics (‘Blue MBA’), Mattias Ottosson serves as the HSE Delivery Manager at Noble Corp. Here he focuses on long-term safety strategies based on Human Organisational Performance (HOP) and Safety II concepts, and is committed to sustainable and efficient practices in the shipping and oil & gas sectors. Recently, he was appointed as the Blue MBA Ambassador for North America.

M

attias’s maritime career began with the Maersk

Reflecting on this, he says: “The Blue MBA’s approach

Cadet Training programme, where he trained as

to leadership is very modern and highly valued by

a dual officer, covering both master mariner and

companies globally. It emphasizes leading oneself

marine engineering roles. This training enabled him to sail

first and fostering psychological safety to enable a

on container vessels for Maersk Line, Maersk Tankers, and

bottoms-up approach, leveraging each individual’s

eventually Maersk Drilling, gaining extensive experience

knowledge, experience, and skills. Empowering people

across various vessels and global routes.

and recognising their contributions are crucial. I always

“Over a decade, I travelled worldwide, from Europe to South America, Asia to the USA, and Australia. This diversity provided me with a global perspective on shipping and maritime operations,” Matthias reflects.

Recognising the need to transition from operational roles to strategic leadership, Matthias pursued the Blue MBA, designed specifically for the shipping and logistics industry. Influenced by a colleague’s recommendation and a conversation with Irene Rosberg, the Blue MBA Programme Director, Matthias found the programme to be the best next step in his career.

“The Blue MBA was essential for advancing my career,” Mattias explains. “It provided the strategic and managerial knowledge necessary for an onshore career in the maritime industry. The programme’s blend of theoretical knowledge and practical application was crucial.”

Mattias also recognized that the leadership approach of the programme closely aligned with his own ethos.

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With Irene Rosberg at graduation Ship Management International

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Education

Mattias Ottosson, HSE Delivery Manager, Noble Corp.

believe that a leader’s success is the sum of each team member’s individual performance.”

The Blue MBA’s diverse cohort included participants from various maritime industry segments, allowing for rich discussions and a lifelong professional network.

This diversity enhanced Mattias’s critical thinking and problem-solving skills. The educational emphasis on both theoretical knowledge and practical application has been

“Sometimes, organisations want to remove

crucial in his leadership role, allowing him to see the

headcounts, but that’s the opposite of what you need

bigger picture and make informed decisions.

to do,” Mattias explains. “I found that adding a few

“I now have a comprehensive understanding of the

more headcounts could significantly increase value and

business side of the maritime industry, from finance

efficiency. The client ultimately supported the decision

and legal aspects to supply chain and operational

to add extra headcount because they could see the

management,” Mattias explains. “Group assignments

enhanced output and value it brought to the project.”

permitted the exploration of diverse viewpoints,

One educational experience that was pivotal to Mattias

allowing us to see different angles we wouldn’t have

was studying the Norwegian offshore oil and gas model,

considered otherwise. The network built during the

which integrates high taxation with significant reinvestment

programme is lifelong, enabling continuous learning

in green energy and R&D. This model, although not easily

and exchange of ideas.”

replicable in other regions, offers valuable lessons in balancing profitability with sustainability.

PRACTICAL EXAMPLES The Blue MBA provided Mattias with practical insights

Another project in Operational Management and Processes led Mattias to discover that adding headcount

that he has implemented in his career. For example,

could increase efficiency and output value, contrary to the

a project on the hydrogen family of fuels, including

common approach of reducing staff.

methanol and ammonia, highlighted the potential for

“Sometimes, organisations want to remove

reducing CO2 emissions and improving efficiency. This

headcounts, but that’s the opposite of what you need

project demonstrated the value of strategic changes

to do,” Mattias explains. “I found that adding a few

and how they can lead to significant improvements in

more headcounts could significantly increase value and

operations and sustainability.

efficiency. The client ultimately supported the decision

Another project in Operational Management and

to add extra headcount because they could see the

Processes led Mattias to discover that adding headcount

enhanced output and value it brought to the project.”

could increase efficiency and output value, contrary to the common approach of reducing staff.

One educational experience that was pivotal to Mattias was studying the Norwegian offshore oil and gas model,

Issue 111 September/October 2024

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49

Education

which integrates high taxation with significant reinvestment

can introduce various technologies and apps that we might

in green energy and R&D. This model, although not easily

not consider, helping to reform and innovate the industry.”

He advocates for a proactive approach to change,

replicable in other regions, offers valuable lessons in balancing profitability with sustainability.

encouraging industry leaders to engage with and steer innovations rather than passively observing them.

BLUE MBA IMPACT

“The shipping industry will continue to change, as it

Mattias credits much of his success to the guidance

always has. Instead of passively observing these changes,

and insights gained from the Blue MBA, particularly

we should actively engage with and steer them,” Mattias

from the Programme Director, Irene Rosberg, and the

advises. “Take control and be part of the changes, rather

programme’s professors. Their collective expertise and

than letting them take over you and an effective way to do

real-world experience have been instrumental in shaping

that is to pursue lifelong learning.”

Mattias touches on the importance of reflection, both

modern leaders within the industry.

“Irene has had an enormous impact on the shipping industry through the Blue MBA programme. She has

personally and professionally, a practice he believes is often overlooked in today’s fast-paced world.

“Another aspect I advocate is taking the time for

developed modern leaders by fine-tuning the programme over the years, along with a team of experienced

reflections with your team, which is something we are not

professors and lecturers. The roles that alumni hold today

very good at on both a personal and professional basis.

can be traced back to her efforts.”

Every day, we rush ourselves to the next thing and hardly

Mattias believes the maritime industry must embrace

pause for reflection. Even on our holidays, we’re already

digitalisation to stay competitive. Young professionals

planning the next one before finishing the current. For

bring valuable new knowledge and innovative solutions,

instance, taking the time to sit down with your family

helping streamline operations and improve efficiency in a

or friends, going over pictures together, and reliving

traditionally conservative industry.

those moments and memories before moving on to the

“Young people have a different mindset and see more possibilities because they come from a digital era. They

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next holiday. I often say, an event will never become an experience without reflection.” l

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AdHoc

Alternative Viewpoint Shipbuilding: Competition is good, but co-operation even better

By Dr Martin Stopford, leading maritime analyst and economist

A

fter a century of cut-throat shipbuilding

upgrades could turn into a nightmare for big fleets,

competition, maybe it’s time for a change. The

with many different systems on board.

But to create these products, shipbuilders must re-think

chart, which compares each country’s share

of world shipbuilding launches since 1903, shows that

their business. They will need research and development on

shipbuilding has a few very big players. It’s a ‘dog eat dog’

a scale which, even big groups, will struggle to provide. And

business and since 1903 the shipbuilding countries have

there is so little time and the new products must be tried and

been locked in fierce competition to become top dog.

tested at sea. So it could be years before work can start on

For the first 60 years, Europe had a 90% market share, of which Great Britain had 60%. Then Japan used advanced

replacing today’s ships. But the regulators want action today.

Is cut-throat price competition the best way for shipyards

construction technology to overtake Europe in 1963. To the

to develop new products which comply with industry wide

dismay of the European shipyards, by 1973 Japan’s market

standards and protocols? With over 30 ship types, even the

share reached 52%. But by this time South Korea was

biggest shipbuilders will struggle to do this. But someone has

preparing to ‘eat their lunch’. By building super-shipyards,

to lead the way, and quickly because demand is expected to

Hyundai, Daewoo and Samsung shipyards overtook Japan

surge in the 2030s, and the competitive edge will be product

in 2002, winning a market share of 39%. But Korea was

performance – ships that will integrate efficiently with the

not the top dog for long. China built the Dalian New Yard

digital systems that will transform global trade in the next 30

in 1992 and overtook S. Korea in 2010, with a 38% market

years. That means the marine equipment industry must be a

share, which reached 50% in 2023.

big player too.

So by 2023 the shipbuilding battlefield has moved from

So if you’re a shipbuilder and all this sounds a bit

to the Pacific, and the three Asian giants had a 93% market

depressing, it might it be worth quietly picking up the phone

share, surpassing Europe’s 87% a century earlier in 1923.

to chat with a few suppliers and competitors. As the English

What a business! Over a century Britain, Japan, S. Korea

proverb says: ‘A problem shared is a problem halved’! l

and China all made it to the top, but few shipyards made much money. Global trade was the real winner, getting all the big ships it needed at bargain prices.

Thinking INSIDE the box So what happens next? Suddenly, shipbuilding must change because global trade wants a different product.

For fifty years the shippers wanted ever bigger bulkers, tankers, and containerships –big steel boxes. But in future they will be more interested in what’s in the box!

They will want ships producing no harmful emissions, with advanced digital systems that can integrate with others in the supply chain. Ships must now change in the same way cars have in the last 40 years. But it will be much more difficult for ships, because they are so big, with so many systems. And because they operate remotely, rolling out system

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Smart Ships, Smarter Operations: The Digital Evolution of Maritime Technology The shipping industry is rapidly changing with the emphasis firmly on the digital evolution and how digitalisation and Artificial Intelligence can enhance the way the industry works. As ships and shipping operations get smarter what will it mean for the way they are operated and regulated and what strategies are the world’s shipowners putting in place to ensure they continue to remain ahead of the curve?

The following is an abridged and edited transcript of a latest SMI webinar organised in collaboration with Oceanly, a specialist in the use of data to provide services that optimise the energy efficiency of vessels in the interests of sustainable shipping.

Panellists included: Giampiero Soncini, Managing Director, Oceanly; Ørnulf Jan Rødseth, an expert in autonomous ships` and maritime digitalisation; Hideyuki Ando, Director of MTI, NYK Group; and Feng-Yi (Sarah) Lee, Team Lead Industrial & OT Cyber Security – Maritime, DNV. Moderator was Sean Moloney, Publisher of Ship Management International.

Sean Moloney

to pan out over the next year to two years. So without

I’d just like to say A big welcome to everybody here on

further ado I’m going to ask the panellists to introduce

the on the latest of the Ship Management International

themselves in turn and say what really important to them

series of webinars. And I’m delighted to be doing this

at the moment.

in collaboration with Oceanly, who deliver a vast array of services to help basically the industry on the path

Giampiero Soncini

to sustainable shipping, improve CII ratings and lower

Hello, I’m Giampiero Soncini, MD of Oceanly and I’m

operating costs and running costs as well.

oncerned with everything which is related with the digitalization of ships and I have been doing this for the

Today we’re going to be talking about ‘smart ships’ and

last 50 years. I spent 14 years in the Italian navy and 14

digitalisation and as we know, the shipping industry is

years with NATO before working with SpecTec and its

accelerating down this path at a at an ever-increasing

Amos system for planned maintenance and procurement

speed. And with the fragmentation of shipping and the

suite for 20 years.

participants, it’s interesting how this is going to start to

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Issue 111 September/October 2024

SMI Webinar: Oceanly

Ørnulf Jan Rødseth

Expert in autonomous ships & maritime digitalisation

Giampiero Soncini

Managing Director, Oceanly

Hideyuki Ando

Director of MTI, NYK Group

Feng-Yi (Sarah) Lee

Team Lead Industrial & OT Cyber Security – Maritime, DNV

Today, the technology is available, entirely available to

new software connect with the existing system safely from

modernize the way we manage the vessel. It has always

the whole vessel point of view.

been like this, but it has never been as cheap as, and I would almost say easy, of course, for expert peopleto

Hideyuki Ando

create a new model for digitised ships. Oceanly has

Thank you, Sean. My name is Ando and I’m a director of

been created because I saw the opportunity to start

MTI, a research and development entity subsidiary of NYK

very advanced data collecting and essentially what

Group, which operates a fleet of just over 700 vessels.

we do, we collect all data and we analyse it and we

And the role of MTI is actually to run research projects to

prepare a decision, support system for the crew and

improve the operational efficiency of NYK, basically.

the people ashore.

Probably my concern is that we now are facing a lot of Sarah Lee

challenges, a lot of changes, to achieve decarbonisation, energy

Hello, everyone. My name is Sarah. I’m the Team Lead

efficiency, alternative fuels, new fuels, autonomous shipping

of Maritime Cyber Security Advisory in DNV. Overall, I

and then also to improve safety and to adapt to environmental

have 15 years of cyber security consulting experience

changes. This is having a huge impact on ship design and

and after I joined DNV I realised that in Maritime on the

construction, where a lot of efficiencies are pursued, and then

OT (Operational Technology) side, actually there’s a lot

naturally, digitalisation or using computers are more and more

of rooms for improvement. We always want to see new

prevalent, including AI and generative AIs, to the whole lifecycle

technology, new innovation, for reasons of decarbonisation

of the ship from conceptual stage to the operational.

or to make the vessel more efficient, for example with real-time data collection. However, at the same time, it’s

And then we have to operate these new ships, new energy

important whether these new systems, new technology or

efficiency measures, new fuels safely and sustain the

Issue 111 September/October 2024

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53

global logistics chain. So we’re being influenced by such

us in nicely into our 1st question, and I’ll go around, all

big waves and we technicians have to deal with all these

of you, just to get an answer. You mention autonomous

new technologies and new digitalisation but it’s a huge

ships and the industry is talking a lot at the moment

challenge. That’s basically my interest and concern.

about crew shortages and this whole area of attracting in the right talent. But how how quickly is the industry

Sean Moloney

adapting to this sort of new revolution or evolution

Giampiero, Sarah, Ando, thank you all very much indeed.

in things like AI and digitalisation, and what are the

Some very, very important points there, including talk

challenges and opportunities?

of autonomy, which is a good segue into our fourth panellist today, who I shall ask to introduce himself more

Ørnulf Jan Rødseth

comprehensively and give his viewpoint.

There’s a lot of issues there. For instance, this crew cost issue is mainly something that occurs when you when

Ørnulf Jan Rødseth

you scale down ships. On the really big ships crew cost

Thanks. I started the work with the digitalisation in the

is almost nothing but for the small ships, crew cost is

maritime sector around 1990, and have worked a lot on

prohibitive, at least in Northern Europe, I think also in

international standards and the first big research project

Japan, where we are facing a lack of seafarers already and

into autonomous and uncrewed ships. And, as Ando says,

this will only increase. So that is also an important factor

we are talking about decarbonisation where of course new

driving these developments. But ships are expensive

fuels and new engines are an important part of that, but

things and there’s a lot of risks, particularly making totally

we also need extreme energy and efficiency savings. And

new transport systems which, at least for the time being, is

digitalisation and automation, and eventually autonomy,

slowing down developments [in autonomous shipping]. We

are key issues there.

are really looking for the first implementations to prove the idea.

What we see today is that we are improving on crew resistance, the automation of boring processes on board,

Hideyuki Ando

better interface between ships and ports. Stuff like that

Yes, other industries such as automotive and aerospace

which requires a lot of work but it’s not really problematic.

are already shifting to a new, modernised engineering

We see some developments also in using remote operation

field and the young talent, the young stars are not coming

centres to assist crew, which is also within what we can do

into the maritime industry. We stay in a very conventional

with today’s regulation, both internationally and nationally.

industry, technology-wise, where we need to improve efficiency and we need to improve safety, but we also we

But one of the things, as you say, I find extremely interesting

need to gather talent in the form of young adults who

is the possibility of running uncrewed ships. And then we are

can bring this industry competitive. For sure, we have to

normally talking about making more and smaller ships to get

bring new technology already proven in other industries

more flexible transport systems, for instance, to compete

but how do we be attractive to young stars and how can

with road trucking, and for that we really need to look

we integrate those new technology into our conventional

forward as autonomy is a factor in overcoming the otherwise

industry, these are the challenges.

prohibitive crew costs you get in systems like that. And that’s the challenge: we are doing quite a lot nationally, but

Sean Moloney

internationally will take quite a few years.

An obvious question: what are the drivers here? Is it coming from the market? Is it coming from the need for

Sean Moloney

efficiencies? Is it coming from social aspects that we have

Well, thank you very much indeed for that, which bring

been talking about?

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SMI Webinar: Oceanly

Hideyuki Ando

Giampiero Soncini

Of a main three I would say firstly, decarbonisation. Huge

Well, as you probably know, because I’ve written about

money is coming into the industry on this. Then also

it, I’m concerned about some companies basically trying

digitalisation, which decarbonisation itself needs, and

to secure data from an engineering point of view, like

computer power.

automation companies encrypting their data. This is very bad for the industry. It’s something that we need

Sean Moloney

absolutely to fight against.

Sarah, let me come on to you and the need for new systems to work with other existing systems, as you

And it is something that we should be concerned about.

mentioned in your preamble. This throws up this whole

Data is vital. But it’s also vital that it is available and

question all the time of standardisation, within the

distributed without having to necessarily know where it’s

industry, within equipment, and then also within electronic

coming from, but shared because it allows us to build

equipment. What are your concerns here?

better equipment, and it allows ships to be managed in a much better way.

Sarah Lee It’s quite interesting that in maritime we rely highly on

So it is a concern when people see data just as a source

our OT system but with older vessels you have a lot of

of money and not the source of doing things better. It

engineers who actually see the OT part more like machinery

is obviously a danger to the digitalisation process of the

itself, so it’s more hardware-based. But now, with the

shipping industry. What I hope is that this will change.

new technology and for reasons like the need to reduce

That’s my personal opinion.

crew, we have more and more automation systems which connect a lot of different critical functions of the system or

Sean Moloney

equipment together. And then there’s a really a gap.

And when, and what is going to force that change? Are we talking about charterers telling ship owners “I need

When you talk to the owner or manager they still see the

you now to start doing more”? Or is it the regulators

OT as a hardware issue, and the crew tell us they treat

through things like the Single Maritime Window? We’re

the OT system like a black box – “any concerns or any

all talking about compliance all the time - digitalisation

issue please call the system vendor themselves”. And the

gives you compliance.

system vendor often doesn’t have any grasp of factors like Giampiero Soncini

cyber security.

Shipping is very reactive. It’s not proactive, especially ship So a lot of time we don’t have the people who actually

owners who are more reactive than proactive. I think that

have the knowledge or the competence to understand

that definitely that the big companies chartering vessels

these questions or understand this issue. So when we have

want to have more clarity in how a ship is managed,

some project, we always help the ship owner to find out

especially now that they are as guilty as the ship owners

some dedicated role or dedicated people who can actually

when something happens.

support the topic and our customers, which a great and Accidents especially with extremely large ships vessels are

new way of learning.

becoming very expensive to manage, and therefore they Sean Moloney

want to know where their money is going. And one of the

Giampiero, let me come on to you, and thank you for

issues that I found at the very beginning is that the very

being so patient. What are you thoughts on the challenges

first large order that we got was from a charterer. and it

and opportunities that shipping industry faces in

took us one full year to allow us to collect all the data and

embracing digitalisation?

transfer them to the charterer.

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SMI ??? Webinar: Oceanly

It was really interesting to see how the reactions were.

Sarah Lee

You know there was so much protectiveness. Everything

Yes, because actually the lifecycle of software can

had to be protected, everything had to be secret, and

be much shorter than that of the vessel and that can

nobody wanted to share anything, and it took us one

immediately impact all the operations on board, like the

year until the charter said, “Look, guys, I’m paying

energy control system, power management, those critical

millions and millions. Okay, we will still keep the old time

functions. Basically, the whole operation and maintenance

charter agreement based on reporting. But if Oceanly

of those OT systems is really a big topic, and I fully agree

can provide me with the data collected every 5 seconds,

with Ørnulf that this part we need to think from the

and this data cannot be tampered with, and if there is

different side.

a discrepancy between what you guys are saying to me in the new report and what the automatic new report

Another thing is also the transparency in maritime

provided by Oceanly is telling us. Well, you will have to

industry. Nowadays, you still see things that the vendors

explain me why this is happening.

didn’t mention, or that are different from the yard and owners expect, when they actually do the handover with

And ultimately it went well for us, because what happened

a new building. What they get is like “Oh, what are those

is that the companies were forced by the charterers. They

things?” And the key point is when we go on board and

had only a few ships in the pool, and then they expanded,

are helping them check the system, no one know where

and this allowed us to to grow much more that what we

the right information is. So transparency is very crucial.

had planned. So it went well for us. But the initial start was I also want to mention that, when we talk about cyber

rather complicated.

security, the confidentiality of data in the maritime Ørnulf Jan Rødseth

industry actually is not so high, but it will have to be. We

Just a few comments. I think Ando has a very good

always need to protect or focus on the data integrity and

point. We really need to make the business much more

availability of the OT system. We may agree with the idea

interesting for young people, and I think this idea of

of data sharing, but should we? We should share the data

autonomous ships and putting some more attractiveness

in a secure way.

into a very old-fashioned business is an important factor Giampiero Soncini

for that.

Yes, data sharing has always been a problem in the The other point is this data availability and how ships

shipping industry. Ship owners are very, very jealous of

are designed. And an interesting thing that hasn’t really

their data, but also so are the manufacturers. They don’t

emerged yet, I think, is that we are really building more

want [their product] to be compared to anything else, and

and more digitalisation into the ships now, and we are

being protective in in an industry like ours is a mistake,

also requiring more and more cyber security, particularly

in my opinion. It’s a danger, because we have to strive

with the advanced sensor systems and stuff like that.

to get better ships and to get them safer and to protect

And we will probably need a totally new approach to

the environment. And this comes only with transparency.

maintenance of these systems. Today you’re given a

I have always admired the aeronautical industry, the

one-year guarantee on all the electronics and after that

way they were doing things, especially when there is an

you are on your own basically. And that’s not viable at all,

accident. Everything is open, everything is in the air. If

particularly for cyber security which requires continuous

what or whoever made a mistake, it comes up. instead

monitoring and updates.

with us, we all always try to hide it. Even on the cyber security part, there is no disclosure. We try to hide it. We

Sean Moloney

are ashamed of having been attacked when it’s absolutely

Sarah, do you want to come in?

normal to be attacked.

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SMI Webinar: Oceanly

Also, I hope that digitalisation will bring standardisation,

rule about data ownership and how to share the data. And

which is another failure in our industry. We are not

of course, the key is transparency and also fairness.

standardising anything. We’re not even standardising the new reporting, like SIRE and TMSA, with a common

So with that mindset, we initiated a discussion and set

approach to do it, which we should.

up a so-called Ship Data Centre, where our shipowners’ data can be shared with the industry, with certain rule

Talking about standardisation, what Japan did, thanks to

and with transparency. That’s a discussion on which we

Ando-san, is basically, they brought together the whole

spent 1-2 years, and then we invited in a lawyer, and all

industry. They said, “Okay, we want to be digitalised. Let’s

those stakeholders – that’s the kind of process that was

bring together the manufacturers, class, shipyards, ship

necessary. And of course always good technical standards,

owners and let’s work all together. This I’d love to see

which was my area.

Europe doing this. I’d love to see the whole world going towards that direction because it’s going to make our life

The discussion continued - covering such areas as

easier and better.

comparison of the digitalisation journeys of the shipping and aviation industries, the standardisation benefit of

Hideyuki Ando

new IACS unified requirements such as E26 and E27

Thank you Giampiero for mentioning about us. The

on cyber security, and experiences with individual

one point why I think we could manage to invite all

automated shipboard systems – and can be listened to

stakeholders into that association is because big ship

and watched in edited format on the SMI website. The

owners/operators like NYK, MOL and “K” Llne cooperate.

debate concluded with:

So we initiated discussions and invited others in the maritime ecosystem, like manufacturers, shipyards and

Sean Moloney

class, to participate. But it started with us ship owners and

Ladies and gentlemen, thank you very much indeed for

operators who had the data and wanted to best utilise it

your time today. It really has been a fascinating debate

for energy efficiency or to improve safety or maintenance,

on a very important and emotive issue, and one that will

and so on. So we initiated a discussion, and we made a

continue to fuel debate moving forward. l

Scan QR code to watch full webinar or visit: https://shipmanagementinternational.com/ video-debates/

Issue 111 September/October 2024

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C Teleport

How Miray International cut 75% of time spent on crew travel Miray International cut crew travel management time by 75% after adopting C Teleport. By replacing an offline agency with a digital platform, Miray eliminated delays and improved control over their bookings.

INTRODUCING MIRAY INTERNATIONAL Miray International is a cruise company with three decades of experience operating cruises in the Eastern

focused department, the HR team quickly adapted to using the platform, which soon became an essential tool for managing their complex crew travel needs.

Mediterranean. Based in Istanbul, the company also has offices in the USA, Malta, and Greece. Since 2021, Miray has been using C Teleport to organise crew changes and ensure smooth travel operations. Insights from Aliza Zaidi, HR Manager at Miray, have been included in this case study.

The challenge: Slow and frustrating last-minute changes Before using C Teleport, Miray International faced slow and stressful crew travel arrangements. The HR department, which also manages travel, had to depend

Switching to C Teleport was really easy.

Much easier than our previous way of working.

Aliza Zaidi, HR Manager at Miray International

on a traditional agency for bookings and often had to contact airlines directly for changes or updates. Every

No more waiting for a travel agent

booking required many emails, phone calls, and waiting for responses, often taking hours to confirm a flight.

Flight cancellations or changes only added to

Before switching to C Teleport, the team had to wait hours for the agency to confirm flights. It was often a stressful process, as crew members relied on these

the frustration. Especially when relying on email

bookings to travel on time. Now, with C Teleport, they

communication with a traditional agency, these changes

can quickly search for and book flights, trusting that the

came with higher prices and fees, leaving Miray’s HR team

platform consistently offers the best available options to

with little control over costs.

meet their needs.

ALL-IN-ONE, SELF-SERVICE CREW TRAVEL MANAGEMENT When Miray International started using C Teleport, the HR team gained full control over crew travel, booking directly through the mobile app and web platform.

Moving from an offline agency to C Teleport was a smooth transition for Miray. Despite not being a travel-

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For international flights, we never use someone else.

Aliza Zaidi, HR Manager at Miray International

Issue 111 September/October 2024

C Teleport

Group bookings in 30 minutes - 75% faster

On-the-go travel management

Group bookings, used to be a time-consuming task.

One of the most convenient features for Aliza and her

Booking for 10 crew members at once took up to two

team has been the C Teleport mobile app. With the app,

hours due to repeated entries of traveller and payment

they can manage bookings from anywhere—whether at the

data and waiting for responses. With C Teleport, this

office or away—making quick decisions easy when things

process now takes just 30 minutes, allowing Miray to focus

change unexpectedly.

on other critical tasks. The 75% reduction in booking time has been a major improvement for the HR team.

Even when I’m at home watching TV, I can quickly open the app and make changes. I don’t have to call anyone.

BEFORE Group bookings for 10 crew members took up to 2 hours because of emails and phone calls.

Aliza Zaidi, HR Manager at Miray International

Reliable and transparent customer support The HR team values C Teleport’s customer support, especially the ability to communicate in writing. This allows them to keep track of past issues and easily refer to

AFTER

solutions when needed.

Group bookings now take just 30 minutes with C Teleport.

That’s 75% faster.

It’s much better to have everything in writing, so we can easily see what the issue was and track any responses.

Instant changes — even when 50% of the flights are cancelled Handling dozens of flights each month, Miray frequently

Aliza Zaidi, HR Manager at Miray International

faces the need to adjust bookings, with around 50% of

THE REAL IMPACT: 100 WORKING DAYS SAVED

flights requiring changes or cancellations. With C Teleport, these changes can now be made instantly, avoiding the delays caused by calling or emailing their travel agent or

With C Teleport, Miray no longer deals with the delays

the airline directly.

of working with travel agencies or spending hours on group bookings. Instant changes, easy hotel bookings,

One-click hotel bookings for long layovers

and managing travel on the go have cut the time spent

Managing long crew layovers used to require additional

on crew travel by more than 75%, saving the team nearly

hotel arrangements. With C Teleport, Miray now books

100 working days so far—equivalent to half a year of one

them with one click—the platform detects long layovers

employee’s time. For Aliza and her team, this has made

and suggests nearby hotels.

day-to-day tasks much easier.

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SMI Webinar: World Mental Health Day

Time to prioritise seafarer mental health On the occasion of World Mental Health Day (10 October), SMI hosted a webinar on this year’s theme: ‘It is Time to Prioritise Mental Health in the Workplace’. Industry leaders and mental health experts explored the unique challenges faced in maritime and discussed collaborative solutions to create a healthier, more supportive working environment.

The following is an edited version of the opening stages of this latest latest SMI webinar – a full recording can be found at: www.shipmanagementinternational.com

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SMI Webinar: World Mental Health Day

The distinguished panel of expert speakers included Charles Watkins, Clinical Psychologist and CEO at Mental Health Support Solutions (MHSS); Steven Jones, Founder of the Seafarers Happiness Index (SHI) and Fellow at the Royal Society for the encouragement of Arts, Manufacturers and Commerce (The RSA); Capt. Badri Tetemadze, Master Mariner at Columbia Shipmanagement; Katherine (‘Karen’) Avelino, Executive Director of Business Development, Shipping Cluster and Senior Vice President for Cruise Operations at Philippine Transmarine Carriers Inc.; and Maria Ali, Project Expert – Psychologist, OneCare Group Ltd. The discussion was moderated by Sean Moloney, Publisher of SMI.

Sean Moloney

everyone is struggling in that environment. I was

Hello everybody and welcome to the latest in

lucky because I took a break and went to the

our series of webinars with Ship Management,

World Maritime University in Sweden for two

International magazine. World Mental Health

years and recognised the kind of issues I was

Day is a very important day in the calendar and

going through and luckily I managed to recover

certainly one that’s going to resonate strongly

because I’m coming from a medical family. But

with the global shipping industry and what’s been

what about the almost 1.5 million seafarers in

happening post-Covid and what have you. My

the maritime industry with no education about

esteemed panel of industry leaders and mental

mental things? Luckily we have this official

health professionals will discuss the theme of

day today where we can share our thoughts,

today’s World Mental Health Day, which is ‘It is

experiences and fears about this issue.

time to prioritise mental health in the workplace’.

I’m going to ask the panel to introduce

Sean Moloney

themselves, if I may, and give a little snapshot

Thank you very much indeed for those opening

of what mental health means to them and what

words. Katherine – or Karen as I know you like

they’s like to see come out of today’s debate.

to be called – can I bring on to you?

Capt. Badri Tetemadze

Karen Avelino

Hello, everybody. I am a Captain from Georgia

OK, I’m Karen Abelino and I’m working with

who has been working with Columbia Ship

PTC Philippine Transmarine Carriers which for

Management for over 21 years now. It doesn’t

the past 45 years has been deploying highly

take a lot of effort to realise the significance of mental health anywhere we are, whether in the ocean or not. But imagine spending quite significant time in the very closed loop of a unique social working environment like onboard ship where these mental things can get really severe. I clearly remember when I started out working and first stepped on the ship as a junior officer, when I really recognised this issue among higher rank personnel but nobody was allowed to talk about it. I had to be silent myself because

Issue 111 September/October 2024

Katherine Avelino

Ship Management International

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SMI Webinar: World Mental Health Day

qualified Filipino seafarers and

Sean Moloney

Stephen Jones, the founder of the

we are deploying about 45,000

Thank you very much indeed, Karen,

Seafarers Happiness Index. I work

crew members at any given time.

and it’s an important point about

alongside the Mission to Seafarers

I’m the Executive Director of

prioritising mental health and the

to ask seafarers how they feel and

Business Development and also the

stigma that is still attached to it.

to shape the stories that they share

Senior Vice President for Cruise

Doctor Maria Ali, can I come on to

about the impact of their everyday

Operations. I’d like to thank Sean

you now?

experiences on board. I’m a former seafarer myself, but I think even

and everybody else here for inviting me to be a part of this panel,

Maria Ali

more importantly - and hopefully

especially during World Mental

Hi everyone. My background is I’m a

we’ll talk about this - as I’m the

Health Day, to shed light on this

psychologist and I’ve been worked

child of a seafarer so have those

critical and yet overlooked aspect

within the shipping industry carrying

experiences on the other side as

of our industry which is mental

out psychometric assessments on

well. I think World Mental Health Day

health. As you know, in the shipping

seafarers at any given stage in their

is a really valuable opportunity but I

industry the pressures are high, the

career, whether it’s pre-recruitment

would certainly echo what Maria was

challenges constant and wellbeing is

or further on in promotion. The

saying that we have to move things

very paramount. And mental health

fear or concern I have, specifically

forward. So by next World Mental

is not just an individual concern, it

around World Mental Health Day, is

Health Day, what improvements can

affects the team’s operations and

that the issue is something that will

we actually bring about?

ultimately the success of whatever

be talked about today but forgotten

we’re doing and this day will

the rest of the time. We’ve got to

It is a difficult thing to go to sea

serve as a reminder that we must

see that there are regular things

and vanish over the horizon. There

prioritise mental health awareness

done and on an accessible basis

are psychological impacts of doing

and take actionable steps to further

because there are people facing

that, so we can’t ignore those, and

improve or support the environment

crisis every day of the year.

we need to understand the building

for all employees, both at sea and

blocks of life at sea, what the key

ashore. By addressing mental health

One of the points I want to try and

stresses are for seafarers, and how

openly, we can break the stigma

try and touch on in our debate later

to remove those. Because in some

and create a culture where the

on is looking at the way the our lives

ways, every seafarer that comes onto

individuals feel safe to speak up,

are changing, how we are embracing

a helpline to a company is looking

seek help and support one another.

digitalisation, and whether for life

for mental health support. It’s come

It’s also important that we commit

at sea this is a help or hindrance in

from somewhere. There’s a long tail

to making mental health a priority in

mental health terms. Whether the

to that phone call to that message to

shipping, and we should ensure that

internet and connectivity solves not

that cry for help. So how do we look

every person in our industry feels

being in touch with your family, or

at those things and get in amongst

valued, respected and secure.

maybe means being too much in

the problems to dismantle the issues

touch with family, but I’ll come on to

before they even get to that point? I

that as well.

think really it’s understanding what is sometimes a feeling of helplessness,

Sean Moloney

of isolation, of uncertainty, and

Thank you very much, Maria. We’ll

that’s something that comes across

come back and talk more about that

a lot in the work of the Seafarers

a little later on but Steven, over to

Happiness Index. It’s the feedback of

you now please.

just feeling so unsure about so many aspects of life at sea, of careers at

Maria Ali

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Ship Management International

Steven Jones

sea, of the support for them, for

Hello everyone. I’m very happy to

their families as well. So I think we

be here on this important day. I’m

need to look to provide certainty of

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SMI Webinar: World Mental Health Day

assurance of the fact that we care,

So I guess it’s about normalising

is poor mental health within the

but more than that, we care about

mental health for everyone, again

shipping industry? And are seafarers

the fixes that we will create from

taking away the fear. I’ve done a

reluctant to talk about this?

these opportunities.

lot of these talks and similar things, but I’m very excited to talk today

Charles Watkins

Sean Moloney

with this group, especially today,

In the beginning there was one

Valid points made there, Stephen,

because I have a more hopeful

maybe call every couple of weeks,

and regarding that long tail you

feeling than I had a few years ago.

now we’re getting 2-3 calls every day. They’re reaching out for various

talk about there are many cases of people who have taken their lives

If you look at really old seafarer

issues. Of course, we have the crisis

because of mental health issues.

maps, you’ll see monsters painted

cases where everyone’s involved

Last and definitely not least, I’m

in, like huge squids, octopuses

but then we also have the regular

going to bring in Charles, certainly

or dragons, and they used to

cases where the seafarer in question

a leading light on this whole issue of

say ‘There be Dragons’. It didn’t

reaches out and there’s a private

seafarer mental health, thanking you

mean they all they all believed in

confidential conversation between

very much for your support for the

monsters, but those were uncharted

them and the psychologist. We

webinar today as well.

waters, dangerous waters. They

pair them with the right culture,

weren’t sure how to navigate those

so there’s no language barrier, and

Charles Watkins

waters, so they put a symbol there

they’re able to overcome these

Thank you, Sean. Hello, everyone

and said, ‘let’s be careful’. We don’t

challenges and understand that

and thank you very much for

know how the waters are here in

mental health is something that a lot

having me. It’s an honour to be

mental health, you know, and as

of people suffer from. They’ve heard

part of this group. I’m Charles

we talk about this topic today, I

from us, they’ve heard from other

Watkins. I’m a clinical psychologist,

think we need to be conscious

seafarers that we’ve helped. So I

psychotherapist and also a maritime

about ‘There be Dragons’ because

think seafarers are actually opening

crisis psychologist. I’m the founder

they might not be on the map

up a lot more than they used to.

and the CEO of Mental Health

anymore, but they’re still there. I’ve

Support Solutions. And what I and

been doing this for years and the

When it comes to the other

my team does is we provide care

shipping industry has a good way

question that you asked about how

for seafarers, mental health cases

of ignoring these things, ignoring

serious it is, I think it’s very serious.

every day. We fly to the vessels that

the truth and not really looking at

But I think the question really should

are in trouble or where bad things

things. So I think as we go through

be why is it so serious and why isn’t

happen, like suicide or murder, or

this, I want just to be conscious

there any standardised approach

lethal accidents or piracy, and we

of and highlight the fact that the

to mental health. We developed

support them in their time of need.

industry still needs to do a lot in

protocols for the vessels. It still

We do assessments and trainings in

terms of mental health. Let’s just be

isn’t industry standard. Why not?

mental health.

honest about that and say it hasn’t been doing what it should for a long

I guess for me the most important

time, but today actually I really feel

aspect is Education. About what is

that it’s not a question if anymore,

mental health, the fear of not talking

it’s a question of when.

about it. Taking away the stigma and understanding how mental

Sean Moloney

health is part of how you eat, sleep,

Thank you, Charles. There’s a lot

move and your relationships - at

of very important issues that have

work, at home and how you exercise

been raised here. You talk about

these relationships and dealing

the industry needing to really tackle

with them on a daily basis, yeah.

this but how serious a problem

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Charles Watkins

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SMI Webinar: World Mental Health Day

They have medical standardised

Sean Moloney

triage systems, they have medical

Ok, Karen, let me come on to you.

protocols, they have to follow. Why

You look after some 26,000 seafarers.

don’t they have standardised mental

What are they saying to you?

health protocols?

Karen Avelino

Sean Moloney

Mental health isn’t a concern only

When you talk about no

in the Philippines but in the entire

mandates, where should that

shipping industry because it impacts

come from, who should be taking

all crew. There are several unique

up the mantle on this?

challenges that contribute. For

Capt. Badri Tetemadze

example, seafarers often face long

Capt. Badri Tetemadze

hours and they also feel isolated

Yes, exactly. The maritime industry

while at sea. And most of them

Karen Avelino

is really heavily regulated but

have mental health issues because

Well, one of the factors that make

somehow all the regulations and

of isolation and also the demanding

them hesitant to really speak up is

maritime conventions address how

work schedules which can lead to

because of the culture. We have the

to safely to manage the ship for

feelings of anxiety, depression and

stigma that if you go, let’s say, to

good successful business and not

burnout. We’ve taken time to check

a psychiatrist then you are tagged

to get people killed or perish the

on some studies and this has shown

as mentally ill. There’s a hesitancy

cargo. Luckily we have the Maritime

that seafarers experience higher rate

to do that, but because of the

Labour Convention since 2006 nut

of mental health problems compared

awareness programme that we

here there’s only one regulation

to people in many other jobs.

have put up, they have the courage

which directly addresses wellbeing,

And this situation underscores the

now to really speak up and say

which is hours of work and rest.

urgent need for better support and

‘I’m having these issues because of

saying that every seafarer should

intervention to help those affected.

long hours of work’ or ‘I I feel so

have minimum 10 hours of rest a

It’s also crucial that our industry

depressed that I’m away from my

day meaning the rest of the time, 14

recognise these challenges and take

family’. It helps a lot to for them to

hours a day, they can work.

steps to improve mental wellbeing

be encouraged and to know that

But there’s very powerful and strong

for everyone involved, whether

everything that they say is also kept

official research which indicates that

they are on ship, working ashore, or

in confidentiality.

these regulations do not work and

whether they are family members.

Maria Ali

that we violate that only regulation, with seafarers resting for only four

There are other factors that are

I just want to address the question

hours at a time onboard ship.

involved on why these things

of family members and their role.

happen. Social media is one of the

We know that part of the issue that

factors and the threat of war is also

contributes definitely to worsening

another. So it’s high time that we

mental health is a lack of support

all collaborate and move forward

from the family. It’s the partners,

and push for mental health to be

the children that they know they’re

resolved.

missing out on.

Sean Moloney

We can’t speak about the seafarers’

How are you dealing with the fact

mental health without looking at

that seafarers may be reluctant to

what’s going on at home also for

talk about mental health issues? Are

them.

Steven Jones

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they raising concerns?

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SMI Webinar: World Mental Health Day

Steven Jones

encourage my crew just to go

and not wanting to leave it,

I agree that the family is very

outside the ship for just one or

forgetting how good it is to actually

important and think it ties into the

two hours as I know how good an

do this. Just leaving the ship to go

changing culture around seafaring

impact it can have on their mental

shopping is therapeutic. You need

historically. Liverpool is a supremely

health to get outside this crazy

to leave and experience other things

matriarchal city because of the

working environment onboard ship

then to notice just how challenging

culture of the families ashore and

which can lead to severe burnout.

the environment you are in is. That’s a very basic psychological concept,

the way they were controlled. So being out of contact the seafarers

Karen Avelino

of having to leave to get perspective

feels really isolated from all that. I

But we find seafarers saying: ‘I’d

and coming back.

believe in the same way we have

rather send that money back to my

IMO numbers for ships we should

family instead because if I go to

The debate continues… and can be

have a formal number for each

ashore once, that’s three months

heard and watch in its entirety on

seafarer, bringing them in wholly

rent for them’. That’s insane. And

the Ship Management International

to the UN system of controls of

there are solutions out there. There

website, concluding:

responsibility surrounding them. So

are actually people that develop

we know who everyone is, where

apps and malls that want to get

Sean Moloney

they are, what position they’re in,

seafarers to the malls and are

Well, thank you very much. I’d like

how they’re feeling and we can

offering to pay.

to thank the panel today, it’s a

create then from the bottom up a

very important subject and you’ve

solution rather than the piecemeal

Charles Watkins

done us proud today with your

approach we’re unfortunately

Badri has made a very interesting

comments and your interaction. We

trapped into taking.

and important point. There is what

look forward to catching up with

I would call almost a sickness of

another similar type of webinar in

wanting to stay in an environment

the future. l

Capt. Badri Tetemadze Thank you, Steven. Such a strong and valid point about registering of seafarers which is not in practise unfortunately. Going back to Katherine’s point., I would love to give some kind of a holistic picture of all of those determinant factors which have direct adverse impact on seafarers’ mental health. As the research indicates, we already mentioned lack of sleep and other factors are lack of recreational activities on board the ship, despite MLC which requires them to be mandatory on board the ship, and reduced social interaction because of fatigue because seafarers literally have no energy to interact beyond their working hours.

And then most importantly there’s lack of shore leave. I always

Scan QR code to watch full webinar or visit: https://shipmanagement international.com/video-debates/

Issue 111 September/October 2024

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65

Decarbonisation The impact of AI tools in aiding compliance ahead of upcoming environmental regulation By Konstantinos Kyriakopoulos, CEO, DeepSea Technologies

S

hipping has always been somewhat of a ‘hit and

with our standard methodology, we build a full behaviour

hope’ game when it comes to vessel efficiency –

model of the vessel, capturing its performance over

despite the massive costs involved. For example,

time under any set of conditions. Together, we observed

the cost of retrofitting a suite of energy efficiency

that the Mewis Duct had an expected positive impact

devices (a common practice over the past decade) can

at a particular speed range and under a particular set of

run into seven figures. And yet, the actual impact of

conditions. More importantly however, we also observed

their investments under real-life conditions has been

that there were certain speed ranges and conditions for

extremely difficult for shipping companies to quantify.

which the duct actually increased consumption. Of course,

As Peter Drucker, the father of modern management,

this influenced how that vessel was operated from that

famously said: “If you can’t measure it, you can’t improve

point onwards. While the mechanical retrofit was the thing

it.” Whilst that clearly hasn’t been entirely true about

that made an efficiency gain possible, it was this process of

shipping (serious improvements have been made across

understanding that made it a reality during sailing.

the global fleet over the past decades) what is true is that

Why did this client approach DeepSea, and how were

this drive towards greater efficiency has itself always been

we able to build these models? Artificial intelligence is the

rather inefficient.

tool that makes all this possible. Put crudely, AI can find

So why has vessel efficiency – and the associated

the ‘line of best fit’ through the massive, multi-dimensional

improvements – always been so hard to measure? The

cloud of data that impacts efficiency - to establish precisely

reason is that ships are fantastically complicated: vessel

how any particular condition will affect the vessel’s

efficiency is affected by a vast number of parameters, all of

consumption. Or, how consumption and emissions will

which change from moment to moment. Fuel consumption

look across any particular voyage.

Environmental compliance is something that every

& emissions are a product of wind, waves, currents, hull condition, engine performance, generator engine

shipping company needs to get right. With the EU’s

performance, fuel type – and many other factors. We have

ETS now adding yet another layer of regulations, a ‘hit

never had the tools to properly model this for smarter

and hope’ approach will no longer cut it. We need to

decision-making.

understand the outcome of our actions precisely –

Even attempting to understand ‘baseline’ performance – the objective of sea trials – begs the question: why?

trade decisions.

Conditions impact vessel performance in various ways –

With the advent of Artificial Intelligence, the

and how many voyages are sailed in perfect conditions?

industry finally has a tool that can give us a ‘high

A few years after DeepSea was first founded, a client

66

whether regarding vessel operation, upgrades, and even

resolution’ understanding of our vessels. More and

approached us having just completed the retrofit of a

more shipping companies are harnessing it in this

Mewis Duct on one of their ships. They wanted to know,

way: as an invaluable tool for cutting chance out of

in real life conditions, what the impact of their investment

the equation, ensuring environmental compliance, and

had been on their ship’s fuel consumption. In accordance

simultaneously boosting profits. l

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Decarbonisation

CII DEMANDS NEW FOCUS ON CONTINUOUS IMPROVEMENT

Real-time optimisation and lifecycle upgrades are essential for effective CII compliance, writes Kay Dausendschoen, Head of Product Optimisation, Voyage Services, Wärtsilä Marine

U

nder the IMO’s Carbon Intensity

receiving a good rating initially will

operators are required to adopt tools and

Indicator (CII) regulations,

eventually see its rating slip if no further

solutions to enable this data collection.

since January 1 2023, owners

efficiency improvements are made.

However, analysis by Vodafone in its

and operators of vessels above 5,000

For ship owners and operators,

research into maritime connectivity shows

GT have been required to submit

effectively managing CII requirements

that roughly 90% of data generated

data towards a rating that shows how

to ‘continuously improve’ vessel

onboard the ship never leaves the deck,

efficiently a vessel is operated. The

emissions performance therefore

which means operators lose invaluable

rating is based on the amount of CO2

requires them to have an accurate

insight and analytics that can improve

emitted per cargo-carrying capacity and

picture of their current fleet so that

performance and efficiency every day.

nautical mile. Data is collected under the

they can decide which energy efficiency

IMO’s Data Collection System (DCS),

measures to choose from, and when, to

optimisation solutions at Wärtsilä is,

meaning it is directly determined by the

deliver continuous improvements.

therefore, focused on connecting the

The underlying idea behind our fleet

digital dots between navigational data,

fuel consumption of a vessel.

Any vessel achieving a rating of D or below for three years will need to submit

UTILISING DATA ANALYTICS EFFECTIVELY

operational processes, fuel efficiency, and reducing environmental impact.

a plan outlining its actions to improve

As CII is an operational measure,

Our Fleet Optimisation Solution (FOS)

fuel efficiency performance. With carbon

monitoring and optimising performance

integrates systems and communication

intensity reductions required each year,

on an ongoing basis while the vessel is

between ships, shore offices, and

this might mean in practice that a vessel

in service is essential and owners and

ports, so data does not sit in silos. FOS

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Decarbonisation

over the vessel lifecycle, meeting each

Energoflow Fin – Wärtsilä Marine

required step in efficiency, may be the most effective approach.

To give an example, a recent Wärtsilä case study showed how a capesize bulk carrier fitted with an optimised propeller, shaft generator and four rotor sails could reduce fuel consumption by up to 28% compared to a conventional propulsion arrangement. This translated to a more than seven year extension to the vessel’s CII compliance, and an instant 17% improvement to its Energy Efficiency Existing ship Index (EEXI) calculation.

For some vessels, such dramatic gains may not be necessary, or may only be required at a later date. Two relatively simple solutions from the Wärtsilä

enables owners and operators to see

management, indicating how to run the

portfolio illustrate the options for vessels

the big picture by combining cloud-

vessel under specific speed orders. If

that need to achieve more short-term

based analytics, artificial intelligence,

there are deviations from the charter-

efficiency improvements. The EnergoFlow

and intelligent automation to integrate

party agreement, it can be used to

pre-swirl stator can deliver savings of

a vessel’s data with other performance

defend a vessel’s operational profile or

2-7% on propulsion energy demand, while

data, delivering a shared digital

performance. The FOS suite integrates

the EnergoProFin propeller cap delivers

platform that enables all stakeholders to

speed and fuel consumption forecast at

2-5% savings. Using the capesize example

exchange data and manage processes

an early stage, while conducting voyage

above, a vessel fitted with an optimised

from both the ship and the shore.

planning, to give operators visibility and

propeller, as well as EnergoFlow and

help them to understand impact of the

EnergoProFin, delivers a 5-9% reduction

vessel’s speed on the CII rating.

in fuel use and emissions – extending CII

ACCESSING REAL-TIME INTELLIGENCE

The CII Dashboard within FOS

compliance by three years and improving the vessel’s EEXI rating by 3%.

The result is a platform that

therefore enables direct tracking of

enhances monitoring and reporting

a ships’ or fleets’ compliance. The

capabilities while giving shipping

dashboard shows ship and fleet CII

companies the know-how on when and

ratings in real time, allowing operators

DEVELOPING VESSEL-SPECIFIC CII STRATEGIES

how to intervene, the consequences of

to detect any compliance risks early on.

The challenge posed by CII is

not intervening, and the legal, financial

It also highlights which factors have an

not that it always requires dramatic

and operational implications of any

impact on the CII ratings and can point

improvements in efficiency, but that

operational or technical decisions they

out the actions that are needed for the

it requires continuous improvements.

may make. In short, it arms users with

ship to reach its desired CII rating by the

While it may be tempting to focus on

the data and intelligence to make

end of the year.

big leaps in efficiency through big early

informed interventions.

One of the modules under Wärtsilä’s FOS suite is the Compliance and Reporting web-based module, which helps

investments, for example in alternative

MAKING INFORMED INVESTMENTS IN SOLUTIONS Equipped with this data, operators

fuels, that may not be the most costeffective approach for all vessels.

The key will be to find the right

shipping companies to ensure regulatory

are in a good position to identify the

improvement, and the right level

compliance by reporting and submitting

long-term investments they will need to

of investment, at the right time.

verified data. The tool supports owners to

make in the moment, and in the longer

Full visibility on vessel and fleet

ensure charter-party compliance as well.

term. Crucially this data will indicate

performance, alongside a long-term

The Compliance and Reporting

when they need to make investments.

lifecycle investment plan, will be the key

module focusses on speed consumption

In many cases, stacking smaller gains

to staying on course. l

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Decarbonisation

Carbon capture and the transition to zero-carbon fuels Julien Boulland, Global Market Leader, Sustainable Shipping, at Bureau Veritas Marine & Offshore, highlights two critical aspects of the maritime industry’s sustainability journey: carbon capture and the transition to zero-carbon fuels.

A

t a time when no stone should be left unturned in

Studies on carbon capture methods for ships have

the search for technologies that can mitigate the

shown promising results. The Stena/OGCI study reported

maritime industry’s environmental footprint, the

90% capture rates on a crude oil tanker using heavy fuel oil,

adoption of carbon capture onboard has emerged as a viable

emphasising the potential benefits - as well as the technical

solution. The sheer scale of the challenge and shipping’s

complexities - of such systems, especially for LNG-fuelled

ambitions make it clear that we need every tool at our

engines. Elsewhere, a study from the Mærsk Mc-Kinney Møller

disposal. In 2018 alone, global shipping contributed 1,076

Center for Zero Carbon Shipping (MMMCZCS) that examined

million tons of CO2e, underscoring its significant impact on

multiple ship configurations and fuels, estimated a maximum

global GHG emissions. Without intervention, projections

capture rate of 82%, whilst also noting the drawback of

suggest these emissions could rise by 50% to 250% by 2050.

increased fuel consumption.

BV’s feasibility study with Wah Kwong Shipping and

In response, regulatory bodies like the IMO and European Union have intensified their climate ambitions, aiming for net-

Shanghai Qiyao found a high degree of feasibility in installing

zero emissions within three decades.

CCS units on existing ships. Using customised CCS units on

Amidst early advancements in sustainable fuel production,

bulk carriers assessed by BV for compliance with existing rules

the commercialisation of carbon capture for maritime use

and regulations, capture rates of up to 85% were achieved,

offers a pragmatic pathway forward. Leveraging expertise

though deck space constraints were identified as a challenge.

from land-based applications, this technology not only aligns

The cost of installing OCC equipment on ships

with global CCS frameworks but also promises to safeguard

varies, ranging from €100 to €300 per metric ton of CO2

existing investments in shipping infrastructure while facilitating

captured, depending on technology, capture rate, and

the transition to alternative fuels, steering the sector towards a

ship configuration. Capital expenditure covers liquefaction

sustainable future.

equipment and design, with operational expenses linked to energy penalties from solvent regeneration and significant

Onboard Carbon Capture Systems A recent Bureau Veritas report examined the technical and

energy requirements. However, LNG-fuelled ships benefit from lower energy penalties through exhaust gas and LNG

commercial feasibility of carbon capture and storage (CCS)

vaporisation heat utilisation, while strategies like solvent

technologies in shipping and identified capture rates ranging

selection and heat recovery systems can reduce overall

from 82% to 90%, highlighting the significant potential of CCS

energy consumption.

in reducing emissions within the maritime sector.

Onboard Carbon Capture Systems (OCC) are designed

Challenges and Opportunities

to capture CO2 emissions from ship engines, either before

Integrating carbon capture systems onboard ships also

or after combustion. Among the technologies currently

presents several non-capture-related challenges, such as space

available, solvent-based post-combustion capture is the most

constraints for equipment like scrubbers, absorbers, and

commercially developed and feasible for existing vessels,

storage tanks. This necessitates careful planning and design.

requiring minimal engine modifications.

Solvent degradation, leading to fouling and corrosion, also

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Decarbonisation

requires operational adjustments to maintain system efficiency,

A Collaborative Effort

while potential corrosion issues on carbon steel due to solvent

Transitioning to low-carbon shipping demands more

acidity can be mitigated through material selection, coatings,

than alternative fuels; it requires optimised logistics chains

and monitoring. Additionally, CO2 toxicity poses risks that

and greater collaboration between maritime and land-based

necessitate continuous ventilation and monitoring to ensure

industries. This involves breaking down silos between green

crew safety.

fuel producers, land-based delivery chains, and carbon capture

Highlighting the importance of further research and

sectors to establish necessary standards and infrastructure.

regulatory support in advancing OCC technology, BV is

Shipping will not meet its urgent emission reduction

actively involved in the EverLoNG project, which aims to

targets by waiting for new fuels to become available. The

advance carbon capture technology on LNG-fuelled ships from

industry must leverage existing solutions to immediately

Technology Readiness Level (TRL) 4 to TRL 7. This initiative

cut emissions, whilst also focusing on enhanced operational

focuses on regulatory and safety assessments, with initial

efficiency and the adoption of existing clean technologies.

prototype installations on BV-classed LNG carriers, ensuring

Carbon capture technologies play a vital role as a bridge

maritime applications adhere to appropriate safety standards.

solution to reduce emissions from ships, supporting sustainable vessel operations while the necessary infrastructure

Regulatory Landscape

for zero-carbon fuels such as biofuels, ammonia, hydrogen, and methanol is developed.

The regulatory landscape for integrating carbon capture

Integrating carbon capture with zero-carbon fuels forms

technology onboard ships is multifaceted, encompassing various international and regional frameworks. At the IMO

a comprehensive decarbonisation strategy. While zero-

level, while carbon capture isn’t yet included in MARPOL’s

carbon fuels are essential for long-term sustainability, carbon

short-term CO2 reduction measures, guidelines for Life Cycle

capture technologies complement these efforts, addressing

Assessment incorporate its consideration for calculating

both immediate and long-term emission reduction goals.

carbon intensity. Within the EU, the Emissions Trading System

Collaboration across entire supply chains and knowledge-

stipulates that captured CO2 stored safely per the CCS

sharing beyond the maritime sector are essential to align with

Directive doesn’t require allowances. Meanwhile, FuelEU

global climate goals and support a smooth transition towards

Maritime is assessing the potential inclusion of OCC by 2027.

net-zero emissions.

From a classification standpoint, BV provides specific

Ongoing research and development will be pivotal

rules and notations like OCC and OCC-PREPARED, which

to optimise the performance of CCS technologies and

prioritise safety and compliance for ships with existing or

manage the associated risks. Bureau Veritas is dedicated to

planned carbon capture systems. These standards evaluate

supporting the maritime industry’s shift towards sustainability

technical design, installation procedures, and safety measures,

by providing tailored, pragmatic solutions through its Future

addressing hazard identification, equipment marinisation, and

Shipping Team (FST). Comprising over 250 experts across 12

leakage prevention.

workstreams, the FST leverages the BV Group’s extensive expertise in such areas as CO2 value chains, alternative fuels,

Shipping in the CCUS value chain

and wind-assisted propulsion. Through deep collaboration

As a primary mode of transporting CO2, shipping plays a

within and outside the shipping industry, BV is supporting

crucial role in the global CCUS value chain. Liquid CO2 carriers

the adoption of alternative fuels, digitalisation, and other

are being utilised for transporting captured CO2, particularly

innovative technologies that will play an essential part in

to offshore storage sites. Unlike pipelines, which are suited for

shipping’s drive towards net-zero emissions. l

short distances and large volumes, shipping offers flexibility in sourcing CO2 from scattered emitters over long distances, with quicker setup times, varied transport routes, and relatively smaller transport quantities.

However, the use of liquid CO2 carriers demands larger transport capacities, necessitating considerations like material qualification, cargo tank assessment, and stream composition.

Drawing from experience in LNG and LPG carrier design can help to inform safe and efficient CO2 transportation, emphasising risk management for factors such as dry ice formation, ventilation inlets, and emergency procedures.

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Decarbonisation

Why bunker procurement must look to the long-term to support the uptake of future fuels

S

hipping companies around the world are committing to ambitious decarbonisation goals to reach the target of net-zero emissions by 2050 that has been

set by the IMO. While efficiencies will get us some of the way to that target, the reality is that the majority of carbon savings – around three quarters – will be found

By Johannes Schurmann, Commercial Director, FincoEnergies (GoodFuels)

by the industry fully embracing sustainable fuels such as methanol, ammonia, and biofuel.

However, the industry faces a classic chicken-and-egg dilemma; shipowners are hesitant to commit to sustainable fuels that are currently expensive, produced in limited quantities, and could be overtaken by a more scalable and cost-effective alternative in the future. At the same time,

enable them to secure low carbon fuel supply well into the

fuel suppliers struggle to scale production without clear

future. These strategies include entering into pure offtake

and consistent demand signals from the market.

agreements, as well as making equity investments in fuel

This dynamic places all of shipping’s energy transition

suppliers or production facilities to ensure future supply.

The reality is this: for the industry to successfully

in the balance. But the incumbency advantage for fossil fuels is large; our sector makes use of an extensive

transition to sustainable fuel, shipping companies must

network of bunkering facilities which span every port on

fundamentally change their procurement strategies. Fuel

earth, all of which are designed for the fossil default, and

suppliers and producers need assurance of demand, while

much of which will need to be updated to support a more

shipowners need assurance of supply. Long-term contracts

fragmented fuel landscape.

offer a solution by providing the essential stability that

Arguably, there is a larger barrier to change than this

both parties require.

As demand increases, supply may struggle to keep

massive infrastructure investment that will underpin the future fuel transition: dismantling existing mindsets around

pace, but this also provides opportunities for innovation.

fuel procurement and bunkering strategies.

Sustainable marine biofuels, for instance, offer a near-

While most stakeholders are taking a laid-back

term solution to decarbonisation, with the potential

approach, relying on the potential development of a spot

to meet around 5-10% of the market’s fuel demand by

market for sustainable fuels, forward-thinking players

2030. Among the currently available zero-emissions

are proactively adopting a range of strategies that will

fuel options, biofuels are generally considered the

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most technologically mature and readily deployable;

development and deployment of new sustainable fuel

largely because they can be integrated into existing

solutions, potentially revolutionising the industry faster than

transportation systems with minimal modifications—

many currently anticipate.

offering an immediate and practical solution for reducing greenhouse gas emissions.

It’s important to note that the transition to

A shift away from spot procurement represents a significant change in how the maritime industry operates. It requires a new mindset that values long-term

sustainable fuels is not just an environmental imperative

sustainability and stability over short-term cost savings.

but also a strategic business decision. As regulatory

This transition is not just about changing fuels; it’s about

pressures increase and consumers demand more

changing the very way we think about and manage our

sustainable supply chains, companies that have already

energy resources.

secured reliable sources of clean fuel will have a significant competitive advantage.

The path to decarbonisation has become increasingly clear, but it requires a collective shift in

Moreover, the shift towards long-term fuel contracts

procurement strategies and a willingness to invest in

could catalyse broader changes in the maritime sector. It

the future. By embracing long-term partnerships with

may encourage more collaborative relationships between

sustainable fuel producers, shipping companies can

shipowners, charterers, and fuel suppliers, fostering

not only secure their own future but also play a pivotal

innovation and shared investment in clean technologies.

role in scaling up the production of clean fuels – to the

This collaborative approach could accelerate the

benefit of all who are fighting to decarbonise. l

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AdHoc

OSCAR Dragon Boat Race defies superstition Thirty shipping teams took part in this year’s OSCAR Dragon Boat Race held on London’s River Thames on the ominous date of Friday 13 September. The day raised £666,000 for charity, bringing the total now raised by the OSCAR Campaign to around £3.35m.

The campaign is organised by Phil Parry of maritime HR experts Spinnaker and is named after Phil’s 25-year-old son Oscar, whose life was saved by experimental treatments developed by the bone marrow transplant team at Great Ormond Street Hospital for Children when he was a child.

“There was so much interest this year, that we sold out and had to turn teams away,” said Phil Parry. “We already have teams confirmed for next year during London International Shipping Week. If anyone reading this is interested in taking part or supporting the event in some other way they can email us on oscar@spinnaker-global.com”. l

North Asia conference polls Gen Z cadets on wellness More than 4,000 cadets attended the first of the 2024 Sailors’ Society regional Cadet Conferences entitled ‘Wellbeing skills for future seafarers’, breaking all previous records for these events held worldwide. Cadets from maritime schools and institutions across the Indian subcontinent were joined by new-to-sea ratings for the virtual conference, which explored the all-important subject of wellness and mental health in maritime.

As well as interactive sessions and practical advice, these Gen Z seafarers heard from key industry leaders and influencers including the Director General of Shipping in India, Mr Shri Shyam Jaganathan and Capt. Manoj Gandhi, Director, Seaspan Crew Management, who sponsored the event. Polls taken during the event, also funded by the TK Foundation, gave a unique insight into the motivation of participants.

Sara Baade, CEO of Sailors’ Society, said: “These conferences are now in their fourth year and the attendance figures are a testament to just how important cadets see this aspect of their future life at sea.” l

WISTA Int’l marks 50th anniversary in Cyprus The WISTA International AGM and Conference 2024 took place early October in Limassol, bringing together over 350 delegates from all sectors of maritime, trading, and logistics.

The event was notable for being the first WISTA (Women’s international Shipping & Trading Association) conference attended by a national leader, with Nikos Christodoulides, President of the Republic of Cyprus, delivering the first keynote address. The country’s Shipping Deputy Minister, Marina Hadjimanolis, followed on, announcing a new Government study of gender ratio, trends, needs and challenges.

IMO Secretary-General Arsenio Dominguez also attended the event, where Elpi Petraki was re-elected WISTA International President for another two-year term.

WISTA membership now stands at 5,200 globally with the addition of representation from Honduras, China, and Costa Rica bringing the total number of national member organisations to 62. l

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MNWB awards recognise selfless maritime heroes Seven maritime champions and a seafaring charity received the UK Merchant Navy Welfare Board’s (MNWB) Annual Awards this year Edward Watts received the inaugural Innovation Award for his work to develop the Mission to Seafarers scouting programme with Scouts Cymru, while the Most Collaborative Organisation Award went to free advice service SAIL. Maria Dixon and port chaplain Sam Cowan were named recipients of the Lifetime Achievement Award.

Maria (pictured centre) - a regular contributor to SMI - was part of WISTA, Panama registry and many interest groups supporting the interests of seafarers before the pandemic. As CEO of ISM Shipping Solutions, she has also assisted all those seafarers affected by the piracy and kidnap and ransom situation along the Somali coast.

Port chaplains Frans Sahetapy and Joe O’Donnell were recognised in the Team Member of the Year category, while Susan Newcombe and Vincent Bick were recipients of the Volunteer of the Year Award. l

Jebel Ali to install sustainable living seawalls DP World is set to enhance marine life at Jebel Ali Port in Dubai through a new partnership with Living Seawalls, introducing innovative marine panels designed to mimic natural habitats to help return marine life to coastal shorelines of the UAE. This comes as part of the ‘Year of Sustainability’ being marked in the UAE. Living Seawalls was founded to address the ecological impact of traditional sea defences, which are often flat structures devoid of shelter for organisms. The company’s habitat panels mimic natural formations like rock pools and mangrove roots, and can be fitted to new or existing sea defences.

In 2021, Living Seawalls was a finalist in the Earthshot Prize and received £500,000 from DP World to fund the design and installation of a new seawall in its Port in Callao, Peru, where early analysis indicates highly promising results. l

Adventure Race Japan 2025 to support seafarer welfare Following a successful inaugural event in 2023, leading international seafarers’ welfare charity The Mission to Seafarers (MtS), is calling on the global maritime community to rally once again for Adventure Race Japan (ARJ) 2025.

The second edition of this highly anticipated event will take place from 15th to 18th May 2025 on Japan’s stunning Izu Peninsula, a designated UNESCO Geopark affording breathtaking views of Mount Fuji. With ARJ 2023 having seen 64 teams from 19 countries raise an impressive S1.3 million, preparations are underway for an even bigger and better experience in 2025. Teams of three will take on a two-day challenge: one day of hiking or running, followed by a second day of ‘rogaining’ orienteering, with trails designed for participants of varying fitness levels in separate Green Dragon and more challenging Black Dragon races.

Registration is now open, and teams are encouraged to sign up early by visiting the website: Adventure Race Japan 2025. l

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Navigation Never stand still: the constantly evolving world of e-navigation… and how to navigate it Changing regulations, guidelines, data standards, geopolitics, risks, reporting – today’s navigators have a lot more to negotiate than the optimal route from port A to B. Timo Essers of NAVTOR discusses the simplest way to sail through ever increasing complexity.

I

f you take one set of guidelines and distribute it to 50 shipping companies, chances are you’ll see 50 different interpretations and implementations into management

systems. That’s certainly not due to a lack of effort, or understanding, but simply because those 50 companies are individual businesses, under individual pressures and, undoubtedly, have their hands full.

Similarly, when you consider new regulations or standards that are usually both a) well-meaning and b) capable of unlocking new business or performance potential, the initial

NAVTOR Timo Essers eNavigation Director

response tends to land somewhere on a scale of confusion to frustration. Again, not because owners and crews are opposed to progress, simply because when their ‘cup is already full’ with

Bridge Procedure Guides – while we recognise the big picture

responsibilities they don’t want more poured in.

potential of maritime-wide changes capable of transforming

We all know what it’s like to feel overloaded. And we all know how good it is when someone is on hand to relieve us of

navigational and voyage planning practices, such as the upcoming S-100 charts framework.

that burden.

Combine this with an understanding of industry needs –

And, in this case, that should be the job of your smart shipping/e-Navigation partner.

open lines of communication and close working relationships with our customers have always been essential – a

You should never feel you’re alone in this voyage.

commitment to digital innovation, and a desire to lead the way in maritime technology, and you’re left with a simple result.

View from the front

Namely, we handle the complexity, meaning you can

With products and services on more than 18,000

breathe easy.

vessels in the world fleet we know what we’re talking about here. Although NAVTOR offers everything from fleet

Control at your fingertips

performance monitoring and optimization through to digital logbooks, e-Navigation sits at the heart of the business –

NavStation is your onboard digital platform to relieve the pressure.

arguably the most central piece of our integrated smart shipping ecosystem.

Launched in 2015 as the world’s first digital chart table, this intuitive software solution harvests business- and operation-

As such we probably have a better view than most of this ever-evolving niche.

critical data from a multitude of sources and puts it at the fingertips of navigators and support staff. Layer upon layer

We see the steps individual segments are pushed to

of data is available to overlay upon ENCs, delivering unique

take – e.g. with OCIMF, INTERTANKO, RightShip, ICS and

insights, slashing administration, enhancing efficiency and

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and environmental benefits, while also helping crews and organisations navigate a fluid risk picture.

As we all know only too well, geopolitics have never been so unpredictable, with conflicts and threats rapidly spilling over onto some of our busiest sea lanes. NAVTOR is committed to addressing this issue for navigators, helping plan and execute routes that minimise risk and deliver cargoes, crews and ships safely to their next ports of call.

Stay tuned for more on this in upcoming NavStation updates.

Peace of mind

NavStation Passage Planning Laptop

The connected nature of NAVTOR’s digital ecosystem bridges the gap between ships and shore, allowing for easier monitoring and enhanced transparency, while also giving office-based teams (from shipowners to ship management companies and beyond) greater navigation awareness, insight and control.

This value manifests itself in NAVTOR’s ship operations platform, NavFleet, which empowers better decision making, and enhanced vessel support, with seamlessly shared data, advanced monitoring, and unique features benefitting teams ranging from marine superintendents and fleet managers, through to QHSE and technical management.

simplifying compliance. Tasks are automated, reports are

We’re proud that our products and services help customers

auto-populated, and charts and publications are seamlessly integrated and updated to ensure all individual vessel, port

satisfy their demands, avoiding deficiencies and ensuring

and authority requirements are satisfied.

smooth, compliant port calls worldwide.

As you can probably tell, that word ‘compliant’ is key.

By knowing our industry inside out, we understand customer e-Navigation pain points and continually work

Safety, efficiency, environmental performance, reputation

to address them, while also positioning solutions ahead of

and profitability are all connected to achieving compliancy. But,

upcoming regulatory developments. Meaning, when change

as we’ve already pointed out, in today’s shifting reality that’s

does occur, you’re never unprepared.

not becoming any easier.

Unless you have a helping hand. And at the end of the day,

And, as you know, the only constant in shipping is change.

that’s what we’re here for.

Which is why NavStation never stands still.

Since our very inception in 2011 NAVTOR has focused

Adding value

on making e-Navigation easy for our customers – always staying ahead of industry developments and individual

In recent years we’ve added products, data layers, services and features delivering auto-routing, constantly

segment demands to craft solutions that facilitate

updated environmental regulations, fully automated machine

compliant sailing.

to machine reporting services, like AMVER, daily updates of

The future may be uncertain, but that commitment is not.

NAVAREA warnings, an advanced manoeuvring assistant, best-

Whatever demands the industry requires, NAVTOR is on board

in-class weather services, an extended, in-depth port database,

to help you navigate them. This is a voyage we do together.

and the industry’s leading Passage Planning module (utilising data from all the various layers and services embedded in NavStation), to name just a few advances.

To find out more about NAVTOR’s e-Navigation solutions please see https://www.navtor.com/e-navigation-solutions l

The future will see us embrace further AI, digital twinning, and machine learning developments, driving efficiency

www.navtor.com

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Analysis

Handysizes, workhorses of the drybulk sector

T

he Handysize sector has experienced a relatively stagnant performance since the beginning of this year, with minor fluctuations, reported Xclusiv

Shipbrokers. The Handysize timecharter average on seven routes reached its peak on 2nd January this year at $14,537 per day. As at mid-September, the average rate was down to $12,730 per day. However, this was nearly 25% higher than the year-to-date low, which was recorded on 14th February, Xclusiv reported.

Handysize bulk carriers are often described as the workhorses on the drybulk market, due to their smaller size range (20,000 dwt - 43,000 dwt) and shallower drafts, allowing them to access more ports worldwide that their larger VLOC, Capesize or Panamax counterparts.

Most are self-sustaining, meaning they can load or discharge using their own gear, which normally consists of four 5-30 tonne cranes serving five holds, depending on the vessel’s design.

One of the mainstays of this size range is the 38,000 dwt vessel, which can carry around 35,000 tonnes of cargo on a draft of around 10-12 m sailing at an economic speed of 12 knots. This vessel is typically 190 m in length and 30 m beam and equipped with five holds and four cranes.

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By Ian Cochran

Analysis

Many shipyards have developed their own designs down the years, each one claiming greater operational efficiency.

As of July this year, the Handysize fleet stood at 2,617 trading vessels, according to Italian broking house Banchero Costa’s research. There were also 242 newbuildings recorded.

Another of their plus points is longevity, as according to BIMCO, around 8% of the fleet reaches 25 years of age or more, before being recycled.

In August, Banchero Costa reported that in the first seven months of this year, there were 85 newbuilding deliveries, nine

24.8%, putting them not far behind both Panamaxes and

vessels recycled and 27 new orders placed in this sector.

Supramaxes. US ports tend to have draft restrictions ruling out the very large bulk carrier types from loading full cargoes.

On average, a newbuilding will cost around $33 mill, while

According to analysts, their future looks a bit brighter, due

a five-year-old Handysize would be worth about $28.4 mill on

to the growth in developing countries, which tend to rely on

the sale & purchase market.

smaller ports for their imports and exports. Overall, the IMF

Taking a look at all the commodities loaded this year thus

predicts world GDP growth at plus 3.3% next year.

far on bulk carriers of all size ranges, iron ore came out top at

New national and international regulations could slow down

31%, followed by coal at 25%, grains at 7%, agribulks at 6%, fertilisers at 4%, steel products also at 4% and finally forest

fleet growth, however the situation in the Red Sea is boosting

products at 2% of the cargoes handled.

tonne/miles, which is a positive for all types of vessels.

Furthermore, due the various tragic wars underway

Out of this total, between January and August of this year, Handymaxes accounted for 389.6 mill tonnes of all the bulk

across the globe, there will be a need to rebuild destroyed

carrier cargoes loaded, or 11%, proving their worth.

infrastructure and to feed displaced populations, which adds to the optimism shown by some players for a pickup in activity.

A Handysize bulker is capable of carrying most of the bulk cargoes traded today, although the larger denser cargoes,

Handysize bulkers mostly operate as tramp vessels chasing

such as iron ore or coal, are shipped on bigger vessels, such

cargoes on a voyage-by-voyage basis, with their owners using

as VLOCs, Capesizes, or Panamaxes, due to economies of

the worldwide broking network to fix the ships.

Some ships operate in a type of pooling arrangement, such

scale and with their ability to be able to load and discharge at

as Lauritzen Bulkers, which specialises in Handysize bulkers and

purpose built deep draft ports.

Supramaxes. Over the past couple of years, the management has transformed the company from a traditional shipowner and operator to a company with increasing focus on active portfolio management. As well as technically and commercially managing its own fleet, Lauritzen also commercially manages third party owners’ vessels from its worldwide offices.

Another major player is Pacific Basin, which on 31st August this year operated 140 Handysize bulkers, split between 63 vessels owned, 14 on long term charters and another 63 on short term charters, according to its website. The company also commercially manages chartered-in Handysize bulkers from

However, there are some specialist ores and coals traded

worldwide offices. l

worldwide in smaller parcels, which is where the Handysize bulk carrier comes into its own.

Some of the Handysizes’ main cargoes are fertilisers, forest products, steel products, scrap, sugar, agribulks, plus the more specialist ores and coals mentioned above.

In the grains sector, between January and July of this year, Handymaxes shipped the most volume of all the bulk carrier size ranges totalling around 72 mill tonnes, or 31% of the total, according to Banchero Costa.

The world’s largest grain exporter is the US from where Handymaxes accounted for 11.5 mill tonnes of exports or

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Technical

Strengthened links in the cold chain

By David Tinsley fter a prolonged period of minuscule investment

A

The two largest ships are under construction in

by the industry in fully refrigerated cargo vessels,

Japan by Shikoku Dockyard and will be repeats of the

Cool Carriers is pressing ahead with an extensive

904,950ft3-capacity Cool Eagle, delivered into Cool

fleet modernisation and development programme based

Carriers’ employ from the shipbuilder’s Takamatsu yard

on advanced derivations of the classical reefership.

in February 2021. Cool Eagle was the third of the E-class,

The strategy and commitment to a multiple newbuild

having been preceded in 2018 and 2019 by the Cool

plan vindicates the company’s success in providing fast,

Express and Cool Explorer, which had put down a new

dedicated and direct services for temperature-controlled

marker in reefership scale and design evolution.

The E-class marries a multi-deck capability for

cargo using specialised, pallet-optimised vessels, despite the trade’s predominant shift to the containerised mode

transportation of goods at temperatures down to minus

and the major deep-sea container lines.

30degC, in five holds embodying 18 compartments, with

Cool Carriers is looking to commission up to 11 new

the increased versatility afforded by slots for up to 607TEU

ships in various size categories over the next three years,

or 400FEU containers, including 342 reefer plugs. The

including two at the very top of the capacity band in

ship also offers the possibility to carry about 800 cars, a

terms of breakbulk-orientated tonnage. A key feature of

traditional return cargo for reefers. Self-sufficiency in cargo

all vessels will be an underdeck configuration giving 2.5m

working is ensured by five 40t deck cranes. Weatherdeck-

deck heights, providing higher clearances than hitherto for

borne containers are securely cradled within a lattice of

palletised goods.

lashing bridges.

Cool Express, in ballast - two further E-class vessels are under construction in Japan (courtesy, Cool Carriers)

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shift in deep-sea perishable cargo transportation to

The fourth representative of the E-type, the Cool

containerisation and away from conventional breakbulk.

Emerald, was sent down the ways at Takamatsu towards the end of August, and the fifth ship is approaching the launch

As the forerunner of a six-ship series dubbed the Country

stage. The two newbuilds are scheduled to be handed over

Class, the Seatrade Chile incorporates 639 electrical sockets

during the early part of 2025. Thereafter, up to the end

for refrigerated boxes, corresponding to a 1,278TEU reefer

of 2027, Cool Carriers is looking towards the addition of

capability within an overall container intake of 1,800TEU.

eight or nine more vessels in the 660,000-700,000ft3range.

The design is suited to mixed manifests of 20ft, 40ft, 45ft

Although no details are as yet available, some at least of this

standard and high-cube dry boxes as well as refrigerated

further tonnage is understood to be on the books at Shikoku.

units. The four holds incorporated cell guides throughout, encapsulating 10 rows across, while the above deck stow

The contractual and beneficial owner of the

comprises a maximum 11 rows.

Panamanian-flag E-class ships is Nissen Kaiun of Imabari,

Seatrade Chile and second-of-class Seatrade Peru

with Cool Carriers having made long-term commitments to the tonnage. Privately-owned Nissen’s business model

are gearless, but the subsequent four vessels from

is to order newbuilds of various types against long charter

Chinese contractor Huanghai Shipbuilding will each have

arrangements with established operators.

independent cargo handling means by way of two 40t deck cranes.

Cool Carriers is by far one of the world’s leading lights

Seatrade’s incoming flotilla, marrying a reefer freight

and largest operators of specialised reefers, with about 50 units currently under its control. The incoming ships will

capability equating to some 13,000 pallets within a

afford increased flexibility as well as capacity in carrying a

versatile container carrying configuration, gives further

wide range of goods, including bananas, citrus, kiwifruit,

expression to the company’s Fast, Direct and Dedicated

pineapples and vegetables, frozen meat and fish, and

(FDD) logistic service concept for perishable goods. FDD

will meet new environmental criteria. One facet of the

is attuned to the particular time and handling sensitivities

technical specification throughout is the nomination of an

of fresh produce transportation and niche trades, using

exhaust gas cleaning system, or scrubber. The company

specialised vessels on a direct voyage basis between ports

has had a new head office constructed in Limassol, Cyprus,

with a dedicated infrastructure, to give shorter delivery

to support the growing fleet.

times, obviating transhipment, and conferring seasonal

Cool Carriers is a founding member of the 360 Quality

flexibility as to volume.

FDD is a challenge and alternative to routings via

Association, a body devoted to improving food safety and food quality in specialised reefer shipping, and

services run by the large ocean container lines where

ensuring that the set of voluntary standards encapsulated

overall transit times and indirect costs can be higher for

by the 360 Quality Code continue to evolve to meet

reefer consignments.

Seatrade Chile is powered by a low-speed MAN

market needs.

diesel engine featuring high-pressure selective catalytic

Leading players in the fruit business with production in Latin America reaffirmed a predilection for the fully

reduction (HPSCR) technology so as to meet IMO Tier

containerised mode throughout the transport chain by

III NOx emissions criteria, and the ship’s array of Bureau

realising a clutch of newbuild projects at the beginning of the

Veritas class notations include accreditation for methanol

decade. Both Florida-based Fresh Del Monte Produce and

fuel preparedness.

Last year, a European venture announced plans to order

Dublin-headquartered Dole looked to China’s shipbuilding industry for new, all-cellular tonnage to upgrade capacity,

a series of vessels using a new design concept addressing

raise energy efficiency, environmental standard and ship

what the promoters viewed as the shortcomings of

productivity on regular services to US ports.

specialised reefer ships. Copenhagen-based D4R2 Shipping,

Six vessels of the Del Monte Gold class, each incorporating

set up by the Danish maritime equity fund Dee4 Capital

634 high-cube 40ft refrigerated boxes, were introduced

and Swiss firm Reefer RoRo AG, envisages four con-ro type

in quick succession from mid-2020 into 2021, while Dole

vessels targeted at the transatlantic trade to the European

Maya and Dole Aztec, equipped apiece for up to 919 reefer

market in bananas and pineapples from Ecuador and other

containers of 40ft within an overall slot capacity of about

Latin American sources.

2,500TEU, were commissioned during the spring of 2021.

Meanwhile, the debut this year of a new generation

Four 4.5m-high cargo decks offer a ro-ro capacity of more than 4,000 lane-metres, accessed via a quarter

of refrigerated, fully cellular container vessel by Seatrade,

ramp, and equipped for temperature-controlled

a long-time champion of specialised reeferships

shipments such as pallets of bananas carried on

and dedicated reefer services, reflects the unerring

cassettes, and capable of taking other types of freight

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Technical

Kiwifruit conveyor: a modern Zespri-chartered reefership in the trade out of New Zealand (courtesy, Zespri)

besides reefer goods. In addition, the weatherdeck is

concerns the entire supply chain, logistics group DP

laid out for 268 FEU boxes, with lo-lo handling effected

World is spearheading a bid to redefine frozen food

by three side-mounted deck cranes.

temperature standards. The Join the Move to -15degC

D4R2 Shipping referenced the industry’s low levels

Coalition seeks to act on a report by UK and French

of ordering of specialised reefership tonnage since

academia indicating that transporting and storing food

the turn of the millennium, and the sector’s reduced

at -15degC rather than at the -18degC that currently

overall competitiveness and high average vessel age of

generally applies could cut cold chain costs by at

29 years, relatively slow load and discharge operations

least 5%, and up to 12% in some areas, and reduce

and manpower-intensive nature of stevedoring. The

greenhouse gases considerably. Across all modes of

D4R2 con-ro is advocated with substantial savings

transport plus reefer warehousing, the annual CO2

of some 25% in running costs and faster turnaround

saving was calculated at 17.7 million tonnes.

The Coalition’s aim is to bring together key players

times in port, plus much reduced greenhouse gas emissions. However, no news is as yet forthcoming as

within the global food supply chain to collaborate and

to a shipbuilding contract.

explore viable options for a shift to -15degC. Besides

Real-time monitoring technology is an ever-more

major US and European names in logistics, a number

important element in perishable freight storage and

of the leading lights in ocean transportation, including

transportation, whether chilled or frozen, so as to ensure

Maersk, Mediterranean Shipping Company (MSC),

the integrity of temperature-sensitive products from

Hapag-Lloyd, and Ocean Network Express (ONE) have

production to consumption, i.e throughout the ‘cold

pledged support for the mission.

chain’. Waste and decreased value due to spoilage or

The global reefer container market is forecast to

quality reduction is increasingly unacceptable on cost,

achieve a compound annual growth rate of between

competition and environmental grounds.

8% and 9% over the 2024-2030 period. Expansion is

Moreover, the growth in segments of the business such

attributed to a mix of factors, including fast-rising demand

as the shipment of pharmaceutical products has further

for sea transportation of perishable goods, not only food

advanced the need for reliable technology that can provide

but also vaccines, medications and healthcare products,

continuous control, oversight and remote transmission of

the e-commerce boom, trade route developments and

conditions within the cargo unit or compartment.

advances in reefer box technology. Pivotal to the whole,

In a recent initiative driven by intertwined

and to the growth projections, is the increasingly influential

considerations of cost efficiency and sustainability as

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Issue 111 September/October 2024

Technology

Navigating compliant retrofitting with 3D scanning

By Artyom Yukhin, CEO, Artec 3D

A

s the maritime industry adopts the new Ballast

takes time and detail to ensure nothing is missed. Accurate

Water Management Convention (BWMC) that

preparation also limits time delays during installation. Time

came into effect from September 8, 2024

in port or dry dock is time wasted. This is where 3D scanning

onwards, shipowners face pressing challenges. The road to

technology plays a transformative role.

compliance is paved with costly and complex retrofitting

ROLE OF 3D SCANNING

requirements. This is where cutting-edge technology, specifically 3D scanning, emerges as a vital tool for

USP Maritime, a naval service provider, exemplified the

successful and efficient retrofits.

advantages of incorporating 3D scanning into retrofitting

The BWMC, adopted by the International Maritime

operations through its partnership with Artec 3D. The

Organization (IMO) in 2004, mandates that all vessels

company needed CAD data to carry out repair and refit jobs,

operating internationally must adhere to strict ballast

both in remote locations and in cases where original designs

water management standards. Many vessels still need

are no longer used. However, they faced challenges when

significant upgrades to their Ballast Water Management

using traditional wired, target-based scanners, due to the

Systems (BWMS).

reliance on targets and a PC, which yielded monsters of scans

Retrofitting vessels to meet these standards involves

that were very difficult to work with. As a solution, they turned

time and money, from detailed engineering plans to on-site

to the advanced Artec Leo, a handheld 3D scanner, which was

installations. The process is notoriously demanding, with

able to streamline this workflow significantly.

the precise integration of new systems into existing ship

With its built-in battery and display, the Artec Leo offers

structures requiring initial and detailed assessments of the

flexibility in capturing large builds and confined spaces. 3D

required modifications and how they are integrated into the

scanning offers the digitisation of complex components

given space within the vessel. In any retrofitting scenario, it

with high detail accuracy within minutes. In this instance, the

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Technology

scanner’s intuitive design and advanced tracking capabilities

ensuring that new equipment fits seamlessly with existing

allowed USP Maritime to capture comprehensive data in

structures. Having detailed 3D models ensures that all new

minutes rather than hours. This speed and accuracy are

components are fitted correctly and function as intended,

critical when retrofitting vessels under tight deadlines.

minimising disruptions to the vessel’s operations.

Furthermore, 3D scanning provides solutions for

After scanning, the data captured with Artec Leo is then processed and digitised using Artec Studio, which

challenging tasks such as integrating new systems into

can handle multiple large, high-resolution scans with ease,

vessels with high sediment levels or complex configurations.

allows for rapid alignment, and features all the tools needed

By providing a clear, comprehensive view of the installation

to create textured, watertight meshes. These features

area, 3D scanning helps identify potential issues before

ensure that the scanned data can be efficiently converted

they become problems, thus enhancing the efficiency of the

into usable CAD models for further analysis in software like

retrofit process.

Autodesk Inventor.

FUTURE APPLICATIONS WHY THIS MATTERS FOR THE BWMC

The Ballast Water Management Convention is just

USP Maritime’s application of Artec Leo’s ability to

one example of developments in the maritime industry,

capture highly detailed 3D models rapidly and wirelessly

and the need for vessels to be adapted and retrofitted

has proven to be an invaluable tool for integrating new

to meet upcoming regulations. As the industry continues

technologies aboard vessels. Such innovation is particularly

to adapt to this evolving landscape, the integration

beneficial when retrofitting ships in compliance with the

of advanced technologies will require innovative

upcoming BWMC.

approaches that are time and cost effective. 3D scanning

The ability of Artec 3D scanners to rapidly and

will continue to play a crucial role in ensuring compliance

accurately capture the dimensions and conditions of existing

for future sustainability regulations, while maintaining

ship structures allows for better planning and execution

operational efficiency. For shipowners worldwide

of installations. For instance, when integrating BWMS,

challenged with retrofit demands, leveraging 3D

scrubbers, rotor sails, or other clean technologies, precise

scanning technology can make the difference between a

measurements and detailed spatial data are crucial for

seamless upgrade and costly delays. l

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Technology

Dashboard Use © Copyright 2024 ShipIn Systems Inc.

Safety benefits of real-time monitoring

By Osher Perry, CEO & Founder, ShipIn Systems

T

reality about maritime safety standards: the industry

powered CCTV cameras that continuously monitor operations.

has for too long accepted the status quo, allowing

FleetVision analyses millions of data points, identifying risks like

avoidable risks to persist. This incident should be a

equipment failures and operational anomalies, allowing crews and

watershed moment, forcing the industry to confront the

shore teams to respond swiftly. The platform has already proven

fact that shipping’s failures are hiding in plain sight.

effective, reducing onboard incidents by 40% across multiple

Solutions like ShipIn’s FleetVision bridge this gap with AI-

he Dali incident in Baltimore exposed a troubling

fleets and saving approximately $1.87 million annually per fleet

While the maritime industry is adopting a range of new technologies, it is yet to fully harness modern tools to the

of 30 vessels. By enabling real-time data sharing, FleetVision

standards seen in other high-risk industries like aviation. As

ensures compliance, reduces incidents, and accelerates accident

a result, outdated safety practices continue leaving vessels

investigations. The technology to prevent future tragedies is

vulnerable to preventable incidents.

available - what’s needed is the will to adopt it.

Research shows that 65% of propulsion failures are

Regulations, audits, and training procedures are often cited as evidence that the maritime industry is addressing

preventable with existing technology. Factors like human error,

risks. However, despite these efforts, incidents, injuries, and

equipment malfunctions, and insufficient maintenance can be

fatalities continue to plague the sector. This isn’t due to a lack

mitigated with the right tools. The industry needs not only

of technology but rather a reluctance to adopt it.

technology deployment but a shift in mindset - from reactive

Unlike external threats like missile attacks or environmental

to proactive.

As vessels grow larger and more complex, the burden on

challenges, the Dali incident points directly to weaknesses within the industry’s own operations. This incident represents a

shrinking crews increases. Technology, especially AI-driven

trend of increasing risks that cannot be ignored.

tools, can shoulder this burden, ensuring crews are equipped to handle operational challenges while maintaining the highest

The maritime industry also struggles to align ownership,

safety standards.

operational control, and decision-making processes. Most vessels lack systems to validate the execution of onboard

The maritime industry is at a critical juncture. It’s time to

procedures, leaving safety standards vulnerable. Financial

challenge outdated norms, embrace new technologies, and

pressures complicate this issue as downtime for a vessel like

raise safety standards to a level on par with other high-risk

the Dali can cost upwards of $60,000 per day. Such price tickets

sectors. The tools are available, and the cost of inaction is

can discourage crews from fully investigating and reporting

too great to ignore. Only by embracing a digital mindset

problems. If real-time monitoring technology had been installed,

and leveraging available technology can we prevent future

early warning signs might have been caught and addressed.

tragedies and protect both vessels and lives. l Issue 111 September/October 2024

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Objects of Desire » Turbocharged Bugatti Straight after breaking the 300-mph mark, Bugatti announced that its latest hypercar, Chiron, would result in the Bugatti Chiron Super Sport 300+, with a massive 8.0-litre quad-turbocharged W16 engine that produces 1,577 horsepower. Not only does it get tons of power to reach those sort of speeds, but it also uses high-tech aero parts such as a longtail body design and negative lift rear diffusers and light magnesium wheels. Only 30 of these magnificent cars will go on sale, so your chances of driving one will be slim. And if you’re lucky enough to have what it costs, then you probably deserve one!

Bugatti Chiron Super Sport 300+

$3.9 Million bugatti.com/the-bugatti-models/

Editorial credit: 1933 Media Productions / Shutterstock.com

» Classic glassware In 1979 the Apollo collection presented a new, contemporary vision of the gold decorated Thistle service, applying its graphic signatures of Venetian stripes and a bevel cut. The latest Apollo set presents refinement expressing the essential liquid nature of crystal in a combination of retro and modern chic, for a luxurious, yet understated way to drink your favourite tipple.

Apollo Square Decanter + two medium Old Fashion #3

€1,035.00 saint-louis.com/en/barware

» Easy fitness For ‘high-end’ workouts, the Peloton is one of the most expensive and popular pieces of home fitness equipment around. Designed for premium indoor cycling, it features a rotating 24-inch HD touchscreen, advanced auto-follow resistance, and seamless integration with the Peloton App. The bike also offers live and on-demand classes, personalised training, and performance tracking. Its build quality, immersive experience and community is a must for fitness enthusiasts working out from home!

Peloton Bike+

£1,500 upwards onepeloton.com/en-GB/bike-plus

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Objects of Desire

» ‘Love’ Cartier If you’re looking for an extravagant women’s bracelet as an exquisite Christmas gift, Cartier’s Love Bracelet stands out as a timeless and luxurious piece. Its sleek, minimalistic design is inspired by a timeless symbol of love and commitment and the oval-shaped bracelet is designed to be worn close to the wrist. Featuring a unique locking mechanism, which requires a tiny screwdriver (included,) to open and close it, which also symbolises the permanence of love. Available in plain gold, studded with diamonds, or encrusted with diamonds for maximum sparkle. 18k yellow, rose or white gold, with or without diamonds.

Cartier Love Bracelet

$6,500 – $56,000 cartier.com/en-gb/

» Designer ski A staple in luxury skiwear, Bogner combines alpine heritage with modern technology, with jackets and ski trousers renowned for high-performance features such as waterproofing, breathability, and warmth, alongside bold, fashion-forward designs.

Pieces such as the Fire + Ice collection are popular for skiers and après-ski and the colour choices go far beyond the average shades of blue, black or green with signature colour-blocking designs and bold colours. They’ll set you apart wherever you are. The brand also includes golf wear and other outdoor pursuits. We’ve featured this particular jacket given how much animal print, yet again, is very much in vogue.

Ellya Ski jacket in Brown/Beige

£1,695.00 bogner.com

» Serene escape The Aman Tokyo in Japan’s capital offers a serene escape in the bustling city. With minimalist design inspired by traditional Japanese architecture, spacious rooms, and impeccable service, the hotel provides a luxurious, peaceful retreat for everyone it hosts. Boasting the most amazing panoramic views of the skyline and Mount Fuji, coupled with a spa and the ultimate in fine dining, this is an optimal choice for high-end travellers seeking luxury, peace and tranquillity in an urban setting.

The Aman Tokyo Hotel

From £3,000 per night aman.com/hotels/aman-tokyo/

Editorial credit: Agent Wolf / Shutterstock.com

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Review Feast on Latin Music

Ming Court

besamemuchofestival.com/los-angeles

Cordis Hotel, 333 Shenhong Road, Minhang, Shanghai

One standout concert for December in Los Angeles is the Besame Mucho Festival, taking place at Dodger

cordishotels.com

Stadium on December 21. This Latin music fest will feature major stars such as Shakira, Enrique Iglesias,

One of the top Michelin-starred

Pitbull, Los Tigres del Norte, and Carlos Vives. It’s a

dining experiences in Shanghai

high-energy celebration of Latin and world music, perfect for fans looking

is Ming Court located within the

to enjoy a vibrant cultural event in LA and promises to be a dynamic

Cordis Hotel. This fine-dining

experience with performances across multiple genres, from reggaeton to

establishment is celebrated for

regional Mexican music.

its modern take on traditional Cantonese cuisine. such as roasted

Taylor Wessing Photo Portrait Prize 2024

Peking duck and delicate dim sum

National Portrait Gallery, London

authentic Cantonese cuisine.

npg.org.uk/ This December the National Portrait Gallery in London will feature the Taylor Wessing Photo Portrait Prize 2024. Running from November 14, 2024, to February 16, 2025, this prestigious exhibition showcases contemporary photography, celebrating both established and emerging talent. It also offers visitors the chance to explore themes of identity and human experience, which might resonate with the global interactions and professional leadership roles.

The Box: How the Shipping Container Made the World Smaller and the World Economy Bigger

By Marc Levinson Princeton University Press A book that shipowners might find particularly engaging, this one shows the history of the shipping container revolution and an essential read for anyone involved in the industry. Levinson explores how this simple innovation transformed global trade by reducing shipping costs and reshaping the world economy, covering key figures in its development and the impacts on international commerce.

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Top Chef Qian is passionate about creating art through his cooking, delicately blending tantalising Shanghainese flavours into

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

THE NATIONAL MARITIME MUSEUM, CUTTY SARK, QUEEN’S HOUSE & ROYAL OBSERVATORY GREENWICH 2025 March 2025 at Royal Museums Greenwich will see the opening of a new major exhibition – Pirates, which traces the changing depictions of pirates through the ages. The Royal Observatory Greenwich will be celebrating its 350th anniversary with a year-long calendar of public events including activities, talks and special

Pirates National Maritime Museum 29 March 2025

planetarium shows. The mesmerising Astronomy Photographer of the Year exhibition will return to the National Maritime Museum in September, displaying

This major exhibition Pirates will

another year of breath-taking space images.

trace the changing depictions of pirates through the ages, revealing the brutal history

ROG 350

obscured by fiction. Whether as

Royal Observatory Greenwich

comical characters, like Captain

January 2025

Hook and Long John Silver or

Pugwash, villains like Captain anti-heroes like Captain Jack

The Royal Observatory Greenwich celebrates its 350th anniversary in

Sparrow, pirates have captured

January. Founded by Charles II in 1675 to find longitude at sea and save

the imagination for generations.

sailors’ lives, the Royal Observatory Greenwich also became the home of

While often portrayed as

Greenwich Mean Time and the Prime Meridian, making it one of the most

tricksters or scoundrels, pirates

important historic scientific sites in the world.

are primarily depicted as

Special events throughout the year will celebrate the site’s pioneering

swashbuckling adventurers

history, including special talks, planetarium shows and stargazing sessions,

associated with lush islands,

plus daily tours.

flamboyant dress and buried treasure. ‘Pirates’ will

Astronomy Photographer of the Year Exhibition Royal Observatory Greenwich and National Maritime Museum

deconstruct these myths and illuminate the realities of pirate life, including the figures Edward ‘Blackbeard’ Teach, William Kidd, Anne Bonny and

September 2025

Mary Read. Historically, piratical

Astronomy Photographer of the Year in its 17th year returns to celebrate the

around the world. The exhibition

best in astrophotography from around the world. The winning images are

will cover piracy across the

selected by an expert judging panel, including Royal Observatory Greenwich

South China Sea, Indian Ocean

Astronomers. The winners will be displayed alongside images, in a special

and coast of North Africa.

activity took different forms

exhibition. More details can be found at www.rmg.co.uk/astrophoto.

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Lifestyle NOSTALGIA the enduring appeal of looking back

By Margie Collins

T

o the largo of Dvorak’s New World Symphony (No. 9), a young boy pushes his bike up a sepiatinted cobbled street on a hill to deliver freshly

baked Hovis bread to Old Ma Peggotty’s home. It was 1973 and the director Sir Ridley Scott had a hit on his hands which to this day stirs up strong emotional arpeggios. By popular demand to resurrect a loved remembered scene and time, Britain’s most favourite ad was digitally remastered 46 years later.

“He was somebody who helped lift our gaze to the constellation of possibilities,” eulogised US Senator Ed Markey. Every year on the 22nd of November, Americans look back with love – and sadness – to the unfulfilled promise of the John F. Kennedy years, fuelling a deep-seated nostalgia for the magical court of ‘Camelot’: a romanticised perception of the Kennedy presidency akin to the Arthurian legend, of a time and place of great style and charm, youth, glamour and international star power.

In 1688 Swiss army physician Johannes Hofer coined the term ‘nostalgia’, which derives from the Greek words ‘nostos’ (return) and ‘algos’ (pain). He was intrigued by the fragile mental and debilitating physical health of Swiss soldiers and domestic workers who were in the service of European monarchs. Their

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Lifestyle

long absences from home were marked by a longing to

Marcel Proust wrote In Search of Lost Time – a

hear the clanging of cowbells and a return to the peace

7-volume paean to nostalgic remembrance. “The past

and beauty of their beloved alpine mountains. This

is hidden somewhere outside the realm and beyond the

condition came to be regarded as melancholia, a wistful

reach of intellect,” his narrator, Charles Swann, says. He

longing for a period in the past. “It was an afflicted

recalls an episode from his childhood, a summer spent in

imagination,” wrote Hofer, “that admits no remedy other

the village of Combray, after tasting a madeleine dipped

than a return to the homeland.”

in tea. “No sooner had the warm liquid mixed with the crumbs touched my palate than a shudder ran through me

“This idea of the imaginary homeland, once you embark on your little boat, you’ll never be truly home

and I stopped, intent upon the extraordinary thing that

again,” wrote Claire Messud. “What you’ve left behind

was happening to me.” Neuroscientists call this experience

exists only in your memory and your ideal place becomes

the Proustian Phenomenon - a strong sensory sensation

some strange concoction of all you’ve left behind.”

provoking a flood of memories.

Because humans have the ability to rewrite the

To return to past scenes in our lives is too irresistible.

Memory is a haunting ghost train trundling towards an

narratives of their past, nostalgia is an edit button that

unappeased yearning to go back. It’s why we can’t throw

erases what they wish to forget. Fuhrer und Verfuhrer,

away old letters, photographs, tatty teddy bears; why we

which recently opened in German cinemas, follows Hitler

wear vintage clothes. Why we have John Denver and Joni

and his propaganda chief from 1938 to their suicides in a

Mitchell on our playlists; why pilgrimages are made to

Berlin bunker in 1945. While the film was well-received,

the gravesites of General Franco and Il Duce. It explains

it also sparked controversy: as a film mired in nostalgia

the resurgence of vinyl, typewriters, cassettes; an Oasis

mixed with fears of Germans identifying with Hitler

comeback; Vogue celebrating the vitality of the ‘90s; the

and Goebbels. Narrated from their points of view, it

popularity of Simson mopeds and Ladas in Deutschland.

inevitably humanises them. Hitler is shown playing with

It’s why Christmases are not splendiferous without the

a Goebbels baby; Goebbels sings Silent Night around a

family, in various stages of tristesse, gathered round the

Christmas tree. “This perspective of perpetrators,” Prof.

TV set to watch Home Alone and Die Hard. Again.

Thomas Weber of the University of Aberdeen, the film’s

Over time ‘nostalgia’ came to mean a number of things

historical consultant, told The Times, “shows they are

– depression and a regressive manifestation of loss and

still orchestrating from their graves how we see the Third

grief – until it settled on what Constantine Sedikides, a

Reich. The whole point is we have to humanise Hitler

psychology professor at the University of Southampton,

precisely because he was not some kind of demon; he

described as a “powerful stimulant to feel optimistic about

was a human being who did terrible things.” Although it is

the future.” Working with Dr Tim Wildschut, their research

balanced by interviews with Holocaust survivors, it is still

has shown that nostalgia is a “driver of empathy and

uncomfortable historical territory in Germany.

social connectedness, an internal antidote for loneliness facilitating perceptions of a more positive future.”

It remains a fond longing for a cherished period in

In December 2022, German authorities arrested 25 people accused of organising a coup against the government. They belong to the extreme far-right

the past, often triggered by smell - of petrichor, autumn

Reichsburger Movement composed of anti-constitutional

leaves, a lit candle, bread in the oven. Reminding us of

revisionist groups, neo-Nazis and monarchists led by the

both happy and mournful times, of relationships made

aristocrat Heinrich III Prinz Reuss. Rejecting the legitimacy

and lost. “This brew of memory, emotion and desire

of the Federal Republic of Germany, the insurrectionists

can twist our perceptions and judgments, turning even

are driven by a desire to go back to the days and borders

pain into pleasure, giving it a unique power to combat

of the German Reich pre-World Wars 1 & 2 and to the

unhappiness,” wrote Arthur C Brooks in The Atlantic.

restoration of the German Empire.

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Lifestyle

Retro chic

Mark Zuckerberg said David Fincher, who directed

At its height and pomp, the Soviet Empire – a confederation of 15 states – was the largest country

The Social Network, “made up a bunch of stuff that I

in the world whose superpower was on a par with the

found kind of hurtful.” Biopics, while dramatising the

United States’. The Revolutions of 1989 heralded the fall

lives of real people and preserving historical events

of communism, signalled the collapse of Marxist-Leninist

ripped from headlines, are “feeding a need, as if

governments and gave rise to the revolutionary wave of

lacking faith in a difficult present, we’re trying to stage

liberal democracy movements that began the process of

a sit-in at our own collective past,” wrote Phil Hoad in

democratisation. The Union was formally dissolved on 26

The Guardian.

President George W. Bush delivered the eulogy for

December 1991.

Vladimir Putin’s irredentist nostalgia for the Soviet

Sen. John McCain in 2018. “Some lives,” he said, “are so

past is the yearning for the restoration of the great

vivid it’s difficult to imagine them ended. Some voices are

power and past glories of Mother Russia. The strongman

so vibrant and distinctive it’s hard of them stilled.”

revanchist aims to restore “a lost empire, a revival of

Nostalgia ensures we never forget them, even if

the creed of Tsar Nicholas I in the 19th Century that

looking back can sometimes mean we deceive ourselves,

emphasised orthodoxy, autocracy and nationality,” wrote

for we believe whatever we want to believe, with sorrow,

the scholar Arnold Beichman. The brutality and cruelty

pain, or the joy of remembering.

In the rush to dramatise contemporary lives, has a

of the totalitarian rule of Stalin has been reified by Putin who said: “Lift Russia up off its knees. Whoever does

respectable distance been reached, has enough time

not miss the Soviet Union has no heart.” Maybe he is

lapsed for us to understand what is being portrayed?

moved to invade a former Soviet republic when he hears

The prolific screenwriter Peter Morgan (The Crown, etc),

Tchaikovsky’s Piano Concerto No.1 being played.

who operates under a [no more recent than] 10-year rule,

“It is a gift in life,” wrote Elizabeth Strout, “that we

has done so much to bring dead people back to life. “If

don’t know what awaits us.” Except in our turbocharged

you have distance from events, your story can work as an

present, the future arrives in comet-like speed. The

analogy or parable rather than its literal narrative. Because

staggering volume of biographical films (biopics) being

time has passed, the film can have an additional resonance

produced is so astounding that time has barely passed

through metaphor,” he told Phil Hoad.

before a subject – with or without their consent, dead,

“Those were the days, my friend. We thought they’d

dying or alive – is celebrated or defenestrated. Even

never end. We’d sing and dance forever and a day. We’re

with disclaimers, we feast on the banquet of the intimate

older but no wiser, for in our hearts, the dreams are still

details of celebrities’ lives, and leaving the people close

the same.” These are lyrics from the hit single “Those

to them angry, upset and litigious. Recollections, after all,

Were the Days” by Mary Hopkins. It remains as popular

may vary.

an anthem to nostalgia as it ever was in 1969. l

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