THE SHIP SUPPLIER ISSUE 95

IForeword

Dear ISSA Members and Maritime Colleagues

can’t believe that 2022 is nearly at an end. It has been an interesting year, one that has had the shipping industry firmly focus its attention on emerging from the difficulties of the Covid pandemic. And now that international borders have opened and restrictions lifted, shipping folk are meeting and networking more than they have ever done.

Something we will be looking to build on at our ISSA 2023 Convention in just under a year’s time. Watch this space and other ISSA news outlets such as the regular ISSA Bulletin and our social media channels for more information. Very exciting.

2022 was a momentous year for ISSA because we teamed up with The International Chamber of Shipping (ICS), BIMCO as well as the International HazMat Association (IHMA) to develop a new guide to help both shipowners and ship suppliers comply with both the current EU Ship Recycling Regulations (EUSRR) and the Hong Kong Convention on Ship Recycling (HKC) where ratification is anticipated next year.

Under both sets of regulations, the shipowner must develop and maintain an Inventory of Hazardous Materials (IHM) for each vessel it owns. In support of this, ship suppliers must provide material declarations (MDs) and Supplier’s Declarations of Conformity (SDoC) for equipment delivered to the ship.

Efforts to comply with these requirements have caused a significant increase in shipowners’ requests for material declarations from suppliers, in excess of what is required and placing a considerable administrative burden on ship suppliers.

In turn, a lack of awareness by suppliers of their responsibilities in providing accurate material declarations on request also impacted on the accuracy of the IHM.

You can keep up to date with the latest news on the ISSA website at www.shipsupply.org and send in your comments and views to the ISSA Secretariat either by phone on +44 (0)20 7626 6236; Fax +44 (0)20 7626 6234 or alternatively email secretariat@shipsupply.org

Industry collaboration was prompted by ISSA as it wanted to see action being taken on behalf of its members who had complained of unfair treatment at the hands of its clients, the ship owners and managers, in demanding suppliers take responsibility for the MDs. This has been done and the Guidelines have been produced. They can be downloaded by visiting https://www.ics-shipping.org/ publication/materials-declarations-for-inventories-of-hazardous-materials/

On the topic of social media, are you following ISSA on LinkedIn and Twitter? You can do by clicking https://www.linkedin.com/in/issa1955/ for LinkedIn and https://twitter.com/ISSAshipsupply for Twitter.. u

Happy reading.

Saeed Al Malik ISSA President

Canada

Canadian Suppliers’ Innovative Approach To New Markets

One thing is certain: if you operate a supply business in Canada you will face the forces of nature in Winter. Undaunted Canadian ship suppliers look to work with Mother Nature and the fact that the St. Lawrence Seaway closes for roughly three months every winter leaves ISSA Members unfazed.

Although it is true that a nine-month operational schedule would be unworkable for a system carrying high value goods along a just-in-time supply chain, this is not necessarily the case for a system that is based primarily on the carriage of relatively low value bulk cargoes.

Indeed, regular shippers through the system have adapted to the winter closure by stockpiling inventory in late summer in order to see their operations through until spring, allowing the system to close for the inspection, repair and maintenance work that is so essential to its efficient operation.

This, combined with the complexity of operating locks in freezing temperatures and ice conditions, makes it difficult to build a sound rationale for moving towards a year-round operation of the Seaway, at least in the short to medium terms.

Stimulating New Demand

The St. Lawrence Seaway Corporation seeks to attract new cargo through incentive programs, which can be particularly effective in a context where a shipper has various transportation options from which to choose.

As an example, the SLSMC’s new business incentive program, which offers a 20 percent discount on cargo tolls over three years for new commodities, generated 51 applications in 2016. This translated into 491 movements of new business such as wind turbines and machinery, which were previously being shipped via other gateways.

Growth Opportunities

Although it is difficult to create new demand for shipping services in an already highly competitive environment, one area in which untapped demand may actually exist lies in the Great Lakes cruise industry.

Indeed, CSSA Members aware of several operators of foreign flag cruise ships who are potentially interested in establishing cruise services on the Canadian Great Lakes, but who are currently constrained in their ability to do so.

This is because the Coasting Trade Act prohibits foreign flag ships from carrying passengers from any place in Canada situated on a lake or a river to either the same place or any other place in Canada unless they have obtained a coasting trade license – which is a difficult process that often serves as a strong disincentive to pursuing such projects further.

Canadian ship suppliers remain committed to serving any increase in ship movements through this vital artery and any expansion of shipping within the Great Lakes would be welcomed. u

A vessel gingerly navigates ice on the St Lawrence Seaway

South America

The future for ship suppliers in South America

We should congratulate all the Suppliers in this part of the world who, in spite of many difficulties, due to Covid working restrictions, managed to do a good job. Well done.!!

In the late 1800s and early 1900s Europe principally looked on South America as an interesting market with a good future and an area promising quick prosperity.

Within the world´s globalisation - pandemics, wars, and economic uncertainty - this part of the world is once again the focus of future growth and prosperity.

The world's need for food (grains), gas and oil, and minerals such as lithium are now in demand with ever more urgency and many South American countries are in a position to export these commodities.

The future means more shipping and hence a bright future for the Supplier in this part of the world.

Panama will remain as a supply hub for those connecting both oceans as can be seen in the recent purchase made by a European-based supplier of a local supply company to increase their share of the market in that country.

Brazil being the largest economy of this hemisphere with numerous Suppliers is prepared to cover the international shipping trade calling at their ports.

On a smaller scale the same is true of Chile, Peru, Colombia and Uruguay

Each one of these with their traditional trading patterns are progressively recovering from the slow down due to the pandemic.

Argentina, with an unstable economy and the steady devaluation of its currency, and looking at next year's presidential elections, is finding it much harder for the suppliers to keep their prices on offer.

Having said this it still remains traditionally competitive for food products and hardware items are available as usual.

The prolonged drought has affected the draught of rivers in Brazil and the north of Argentina, partly restricting

the shipments of grain. The most important ports for grain shipments from Argentina are situated along the River Parana.

This has increased the freight cost by obliging producers to truck the grain to the sea ports of Quequen and Bahia Blanca.

Fortunately larger rain falls in the north are increasing the depth of water now.

Hopefully water depths will soon rise to a regular level that will bring the supply business back for those covering these ports.

The commercial trading from Uruguay continues its slow growth with the export of products such as beef and dairy.

These exports plus required imports keep the local suppliers working under stable conditions.

The return of the cruise activity is looked forward to by many suppliers.

This summer, December to March, the traditional cruise companies are promoting their voyages between Brazil, Uruguay and Argentina plus other voyages from Brazil to Chile covering the countries in between.

It's too early to know what to expect but nevertheless this is important business for the suppliers in the region. u

Venezuela

Venezuelan ship supplier Rafael Gallerano (Italmarine) sees light at the end of the tunnel for his country’s ship supply industry resurgence

TThe war in Europe has brought Venezuelan oil and gas back into talks between the United States of America and the Venezuelan government.

The French President has also attempted a rapprochement.

This has resulted in a loosening of trade restrictions and, therefore, as Venezuela has a port economy, the shipping market and all related companies are breathing a tense but optimistic calm.

The big shipowners and operators send their ships to this Caribbean country without fear of being sanctioned

and this has a favourable impact on the Shipchandler service since the number of arrivals has tripled with respect to the first half of the year.

Here in Italmarine Shipchandlers Venezuela we have been able to take on three new employees - tenuous but positive change that allows us to dream.

The food distributors are no longer short of goods, although the technical material distributors are still lagging behind. There is no credit and everything is paid for in cash with our suppliers.

Of course, everything is paid in US dollars cash and in our case we make a great effort to continue giving credit to our customers, whom we are happy to serve.

Is it possible that we will see the rebirth of the Caribbean oil giant in the short term? I don’t think so.

But in the medium and long term, it is possible that ports full of ships will once again become a constant in this tropical country that seems to be finally waking up from a long nap. u

Green ISSA

Oriani Hellas Partners with VesOPS to Take Vessel Optimisation to The Next Level

It is clear that excessive carbon emissions are a global issue affecting all countries, industries and people.

Whilst shipping may not be a leading contributor, it is still predicted to generate roughly 940 million tons of CO2 per year and is

responsible for about 2.5% of global greenhouse gas (GHG) emissions (3rd IMO GHG study). This is projected to rise at a rate of 50%-250% by 2050 unless measures are implemented.

As the shipping industry continues to grow, so do carbon

emissions – unless changes are made now.

Keeping in mind that, with a lifespan of 20 years for the average ship, it is the current fleet that will produce over 50% of the total emissions by 2050.

New technologies and ship designs may solve the issue for the future, but today’s vessels need their own approach – and it is in data that the answers will be found.

GHG Regulations & the CII rating

In 2018, the International Maritime Organization (IMO) developed an initial strategy for reducing Green House Gases (GHG) emissions from ships. (Diptesh: can you wave your magic wand and do a single click icon here?)

One of the goals of this strategy is to reduce CO2 emissions per transport work, as an average across international shipping, by 40% minimum by 2030 compared to 2008.

A key tool that will be used to achieve these targets is the Carbon Intensity Indicator (CII). Using data from 2023 onwards, ships will report their Annual Efficiency Ratio (AER) at the end of the year.

This value and the ship type will result in a CII rating given from A (the best) to E (the worst). The CII rating will have serious consequences on the commercial attractiveness of the ship, not to

mention time limits for how long you can remain in the lower bands.

Optimising Vessel CO2 Output and Fuel Consumption

According to IMO’s initial strategy,

there are multiple ways to reduce the carbon footprint of a vessel. These ways include voyage optimisation, energy management, speed optimisation and many others (see figure 1).

Squeezed between the pressures of the economic crisis, an oversupply of ships in certain sectors, and an onslaught of regional and international regulations aimed at reducing shipping’s impact on climate change, many ship owners and managers have been looking for innovative solutions that will help them comply with regulations and at the same time increase their influence in the industry.

Oriani Partners with VesOPS to Help Greek Shipping Companies

Reduce their GHG Emissions

VesOPS has developed a software focused on the detailed performance

analysis of the ship. Designed to work with anything from one daily noon-report to huge volumes of high frequency sensor data – the software compares live performance against a calculated baseline to provide the owner/operator a clear understanding of how the vessel is performing and what factors may be affecting it.

With this methodology the program provides accurate proven fuel consumption tables for multiple different conditions.

This in turn supports operational decision making, including when to perform hull cleaning and propeller polishing, as well as commercial aspects, such as achieving best charter party terms for your fleet with a balance between daily hire rate and CII rating impact.

The firm encourages owners, managers and operators to understand

their vessel and fleet’s current CII rating and predict how that rating will be affected by future voyages.

The firm advice is: take control of your operations from now to ensure that from 2023 onwards you will not be impacted by the ratings scheme and subsequent penalties.

VesOPS has trusted Oriani Hellas to officially represent them in Greece.

Oriani Hellas is a trusted partner that helps shipping companies in Greece and the EMEA acquire competitive advantage by supporting their digital transformation journey.

Today Oriani Hellas provides 12 selective innovative solutions that all have one common purpose: the digital transformation of the maritime industry by bringing together seamanship and big data. u

VIKAND - A proactive approach to crew health

As a leading global healthcare specialist to the shipping industry, VIKAND approaches crew health and well-being in a unique and proactive way.

CEO Peter Hult thinks of managing the health of crew in terms of asset management. While this may seem a little callous, he believes that talking in these terms to ship owners and ship managers is using language that they understand. When referring to onboard equipment and machinery any self-respecting Master or Engineer will make sure that these valuable assets are properly maintained so they function at optimal levels to improve efficiency. The same can be said for seafarers. If their overall physical and mental health is looked after properly then they will perform their tasks more effectively and safely.

VIKAND’s view is why wait for seafarers to fall ill before we address their underlying health issues. If these are proactively managed by experienced health professionals, then serious onboard medical emergencies can be avoided with all the underlying costs of evacuations and disruptions to a vessel’s operations.

In addition, experienced seafarers are being rejected by companies because they suffer from minor common health complaints such as high blood pressure or diabetes, which are classed as chronic diseases. However, these can be easily managed onboard with appropriate medication without putting the seafarer or their colleagues at risk.

By taking an ‘asset management’ approach to crew, VIKAND is changing the dynamic around how onboard healthcare is viewed in shipping by developing a different mindset. VIKAND takes a proactive approach rather than a reactive one where medical professionals will call the captain, or whoever is responsible for medical issues onboard, to have a general discussion once or twice a month, about anything they may be concerned about – including accidents, illnesses, and mental health challenges. This can led to a significant reduction in healthcare costs and reduce the risks associated with onboard medical traumas.

VIKAND offers a total healthcare solution to the maritime industry which includes supplying suitable advice and guidance to seafarers to encourage them to make healthier meal choices and take up more active lifestyles to help lower their risk of developing these common chronic health conditions.

Rather than viewing a medical services supplier as a cost, VIKAND believes that ship owners should consider healthcare providers as an investment in the long-term health of their crews which will lead to better run ships with less incidents and accidents, consequently offering a good return on that investment. u

For more information visit https://vikand.com/

Considering a Pump’s Total Life Cycle Cost

When it comes to sourcing pumps, ship owners are increasingly faced with budgetary pressures that see them making purchases that are not the most economical in the long term. This is usually the case when the buyer considers only the upfront costs, rather than the total life cycle costs of buying, operating and maintaining it.

Initial Costs of a Pump

The initial costs are those that are easily identifiable at the point of purchase, usually the price plus delivery and installation. Typically, these are the costs that procurement teams consider, but one is often overlooked - training. Some pumps may require more manual intervention in their operation than others meaning more training, or perhaps your operators have been using a pump for many years and know it like the back of their hand. Would buying a slightly cheaper pump warrant the training costs?

Future Costs of a Pump

Putting a monetary value on future costs can be difficult, which is possibly why many neglect to include them in the total cost when buying a pump. The problem is that future costs amount to around 83% of a pump’s life cycle costs (World Pumps, 2017), which demonstrates the importance of considering the cost of running and maintaining it over its lifetime.

• Labour – Labour is the biggest overhead in almost all companies. If the pump you’re considering requires operators to regularly manually intervene, this is a cost to account for. For example, if you have a pump supplied with automation/control features e.g. a bilge pump with a level switch, it may initially be more expensive, but would relieve an engineer from operating it.

• Energy – Methods of reducing your pump’s energy consumption include installing a parallel pumping system so that a smaller pump runs when the duty doesn’t require the larger pump, or a variable speed drive to control motor speed. This will increase the initial pump cost but can reduce running costs hugely.

For example, an engine room’s seawater cooling pump is

generally designed to cope with worst-case scenarios e.g. the temperature of the red sea and the vessel with maximum load. In reality, these conditions are met less than 5% of the time. A VSD adjusts the speed to the real cooling demand rather than the most extreme conditions, meaning that when the seawater temperature is lower and less cooling is required, the system will use only the energy required.

• Maintenance - Like all mechanical equipment, onboard pumps will need maintenance as parts such as mechanical seals, wear rings and impellers wear to prevent unexpected failures and downtime. The costs of carrying out routine maintenance however can depend upon the complexity of servicing, spare part costs and the quality of the pump’s internal components.

Let’s say you are choosing between two pumps. You have a centrifugal pump cast in bronze with back pull-out design meaning that the motor and pump internals can be removed without disconnecting the pump from the pipework. The other option is cheaper, but made of pressed metal, which being thinner is more susceptible to damage, misalignment and needs to be removed from the installation for maintenance. Yes, the initial costs of the latter are cheaper, but over it’s lifespan, will maintenance costs exceed the difference?

• Downtime – Due to the critical nature of many pumps onboard e.g. the ballast pump’s role in vessel stability, downtime simply isn’t an option. For this reason, when purchasing a marine pump, you should consider a backup pump that kicks in when the other fails, as well as the availability of parts to allow for immediate maintenance.

The lead time of spares and replacements are also a huge consideration in order to meet a vessel’s docking schedule and avoid the cost of demurrage.

By considering the above factors, you can be confident when purchasing a pump for your vessel that you will be receiving the solution that offers the lowest total life cycle cost. u

www.castlepumps.com

White Glacier leads the frozen pack

White Glacier has released testing results of its newest survival suit, the Arctic 10+ PC, which was tested in late August in a facility in Trondheim, Norway under conditions far exceeding current standards and regulations.

The firm says that no other survival suit on the market has yet to attain this level of protection.

The Arctic 10+ PC is specially prepared to comply with the Polar Code with a beefedup thermal configuration, internal pockets (urination kit, light, survival equipment), and suspenders for surviving on an ice floe, or on land in the Polar regions.

It offers the highest level of thermal protection available in an Immersion suit / Survival suit.

Thermal protection is a highly critical and important performance metric for immersion suits, as fatalities due to extended periods in cold water have been reported from many sea accidents.

Much focus is on the immersion suit’s thermal protection during the certification process.

Depending on the suit category the test subjects wearing the suit will, during the evaluation testing, be exposed to different water temperatures and for different test durations.

However, none of the international test standards have test procedures specifying test conditions with water temperatures below 2°C, air temperatures below +10°C, or with any wind chilling effect.

Accidents at sea can also take place during winter conditions, and victims could be exposed to much harsher conditions than those established for the approval testing of an immersion suit.

Several thermal protection tests have been performed for different models of insulated immersion suits manufactured by White Glacier, with excellent results when

tested according to the test procedures specified in the international standards for immersion suits.

The test conditions used during these tests represented no challenge for White Glacier immersion suits, and measures were taken to up the ante and see how these suits would cope with a much more extreme cold weather situation.

Extreme Cold-Water Testing

The current test was performed in a test pool where the water temperature was kept at 0.0 °C throughout the test period.

Air temperature above the water of the test pool was – 20°C, and with a fan blowing wind over the test subject with a wind speed of 10 km/hour. The combination of the air temperature and the wind speed resulted in a wind chill exposure of -30°C.

The results obtained from the test subject participating for 6 hours immersed demonstrate the new Arctic 10+ PC immersion suit provided excellent protection against the cold condition.

The suit complied fully with the requirements for thermal protection of insulated immersion suits as specified in MSC.81(70), even under such extreme conditions.

For ethical reasons the test duration is limited to 6 hours, but the results obtained during this period indicate that the subject would have been satisfactorily protected for a considerably longer period.

The test was performed with White Glacier’s signature built-in SPLASH TENT fully deployed with measurements on the forehead of the subject taken showing a consistent 20°C, allowing the subject to breathe warm air, even in Arctic conditions.

“This is an incredible result when you consider that the water in the test pool had frozen into ice and you had to knock loose ice from the suit to get the test subject out from the test pool,” said White Glacier CEO Diego Jacobson.

“I have every confidence that survivability in the Arctic 10+ PC can go well beyond the 6-hour mark in ice water permitted in testing, given how well the subject held up and reported no discomfort.

“I’d go so far as to say that the Arctic 10+ PC is the global leader in survival suits and has to be the product of choice for those industries

that require their workers to enter polar and Arctic conditions, or even other cold water environments.” Jacobson said.

However, even in temperate waters, the temperature regulating aspect of the Splash Tent allows White Glacier suits to remain comfortable, yet fully protected in an instant, should the temperature drop.

Comfort is a very important feature for survival gear as it can significantly improve a user’s will-to-live, which has been shown to impact survival.

Quality Standard to cover those fundamentals from ISO 14001-2015. u

If you are interested in being a part of the Green Initiative and becoming an ISSA Quality Member please contact James Slattery, ISSA Quality Manager via email at quality@shipsupply.org

Advances in immersive technologies set to transform passenger ship evacuation

In a busy, fast-growing world where connectivity is key, global Survival Technology solutions provider Survitec is exploring new and transformative ways to enhance their customer experience, increase efficiencies and reduce risk.

Autonomous technology is now a reality, and augmented environments, artificial intelligence and virtual realities are unlocking huge potential to connect ship-to-shore in new ways. According to Survitec, these immersive technologies will inevitably revolutionise ship safety procedures and set the bar for new lifesaving practices in the years ahead.

A poignant example given by the Survival Technology specialist hones into vessel evacuation procedures. Under SOLAS regulations, one crew member is required for every liferaft onboard. With the recent technological advancements made in autonomous vessels and resulting smaller crews, this could now prove unsustainable, leaving a question mark around how passengers and crew are evacuated in a safe and accountable manner.

Richard McCormick, Survitec’s AES and MES Product Manager, says we see a future where cruise and passenger ship safety systems become digitally managed and highly automated. He predicts the change will take time, as safety regulations will require updating. However, he points to the widescale adoption of digital technologies in other fields of ship operation and the fact that the digital revolution is being quickly embraced and is accelerating fast.

“Look at our new Seahaven system for cruise ships, which was granted Certificate of Type Approval by Lloyd’s Register with certification handed over at SMM in September. Seahaven

is the world’s largest inflatable lifeboat designed to evacuate 1,060 persons in less than 22 minutes. Seahaven is autonomous in nature, launching and inflating with the push of a button. It will transform cruise ship evacuation and is ready to be implemented by cruise lines.”

Fellow Survitec colleague, Stew Gregory, has been closely involved in the development of Seahaven and its support functions. “When you’re developing a transformative safety product, you need transformative training and service solutions to support it. This is where immersive technology comes into its own.”

Gregory continues, “Imagine creating immersive environments where people 5,000 miles from each other can interact as if in person, together. Travel costs are removed, time is saved, and questions can be clearly resolved through immersive virtual technologies. The benefits of this technology can lead to increased efficiencies. The opportunities for sustainable, impactful training and maintenance are endless.”

Survitec is embracing these technologies and understands the impact of their adoption. Immersive training can be completed four times faster than classroom training. It’s also reported by PwC that virtual learners are 275% more confident to act on what they have learnt compared with classroom or e-learning. 3.75% more connected to the content.

“Having access to ‘in-person’ expert advice, no matter what the location, can increase customers’ confidence in the operation of their safety equipment, reliability of deployment and will result in a huge increase in cost and time efficiencies”, Gregory concludes. u

Survitec Seahaven deployment during HWST

Full ahead for Survitec’s Seahaven – the world’s largest inflatable lifeboat

Survitec’s award-winning Seahaven, the world’s largest inflatable lifeboat, is now ready to be installed on cruise vessels. Having received full type approval certification from the classification society Lloyd’s Register earlier this year.

Certification follows the successful completion of heavy weather sea trials (HWST) and all environmental and physical testing concluded as defined by Lloyd’s Register Type Approval (A.520). Seahaven is unique in that it is the first lifeboat to have completed an exhaustive reliability testing programme that far exceeds the mandatory testing requirements set out by SOLAS.

Certification not only confirms Seahaven is compliant with the International Maritime Organization’s stringent rules for the evacuation of cruise ship passengers and crew, but it offers the industry an alternative to the conventional lifeboat arrangement.

The award-winning 1,060-capacity inflatable lifeboat solution takes all the safety features associated with a conventional lifeboat and Marine Evacuation System (MES) arrangement. With the compact design and higher evacuation capability of Seahaven, up to 85% of cruise ship deck space is freed up, yielding up to $8.4 million increased revenue per year for cruise operators.

Commercially, the Seahaven journey is just beginning. Since Survitec officially launched this ground-breaking technology earlier this year, they have advanced discussions with key industry players on the numerous benefits and the value of installing Seahaven onboard their vessels.

Seahaven redefines safety at sea but also revolutionises the vessel design and the cruise experience. Cruise ship operators and naval architects are already looking at remodelling the space normally given to conventional lifeboats and davits for additional cabins, enhanced passenger experience and revenue-generating opportunities. u

Jonathan Williams, General Manager of FONASBA, updates readers on important developments within Port and Agency operations

It is a great pleasure to be invited to write once again for The Ship Supplier.

When I did so last year, COVID was still having a significant impact on our activities, as indeed it was on the rest of the maritime sector, but thankfully the gradual lifting of restrictions in most parts of the world over the last year have since allowed us to get back to normal service provision.

We are proud that our members continued to provide a full range of services to the principals throughout the pandemic, despite significant obstacles, and furthermore went to considerable lengths to ensure that the welfare of the crew was prioritised.

Recognising the impact on our ship agent members of what the World Health Organisation euphemistically describes as “public health emergencies of international concern”, FONASBA developed its Infectious Diseases

Protocols, which function as a guide to best practice in attending vessels under such circumstances.

In terms of format, they are based on the hierarchy of controls first developed for the International Chamber of Shipping’s “Guidance for Ensuring a Safe Shipboard Interface between Ship and Shore-based Personnel”, issued in May 2020 as IMO Circular 4024/Add.16 and co-sponsored by FONASBA together with other industry bodies.

They provided a logical and comprehensive framework on which to base our own Protocols. Input from member associations then added the practical details, guidance, and information to ensure that they incorporated and reflected the lessons learned by ship agents in supporting principals and seafarers during COVID.

Of course, we very much hope that no new pandemics will arise in the foreseeable future but if they do, ship agents will

be well-prepared. The Protocols were issued in July this year and can be downloaded from the FONASBA website (www.fonasba.com).

Elsewhere, we welcomed the launch in November of the revised GENCON 2022 charterparty, the latest version of the most widely used charter form.

FONASBA provided input to the development of the GENCON from the perspective of the shipbroker with our Ship Broking Committee Chair Fulvio Carlini FICS being a member of the drafting subgroup.

In addition to updating the text to reflect current legal and operational needs, GENCON 2022 is particularly important for FONASBA in that by default it makes specific reference to the nominated agent being accredited to either the FONASBA Quality Standard (FQS) or ISO 9001.

This will ensure that as the form becomes more widely used in the market, the profile of the FQS amongst ship owners, operators, and charterers will also increase significantly.

In turn, we are confident that this will lead to further demand for agents to be FQS accredited.

At present the Standard covers nearly 600 companies in 47 member countries, with the Dominican Republic and Venezuela becoming the latest countries covered. Other members are in the process of developing their criteria and so we are confident its range will widen further.

With face-to-face contact and close working relationships at the core of our industry, the return to physical meetings was eagerly awaited by our members and this year saw the return of both our Annual Meeting and the European seminar hosted by ECASBA, our European Committee.

The first full Annual Meeting since Miami in October 2019 was postponed three times between October 2021 and May 2022, when it finally took place in Antwerp.

The 2020 ECASBA seminar in Brussels was our last pre-COVID event and it too returned this year, taking place in Athens in October.

Both provided an opportunity for delegates (and in Antwerp, partners) to meet, reflect on progress, discuss issues of relevance to our members and socialise. The Annual Meeting also saw the election of a new Executive Committee, with Javier Dulce of Argentina being elected to serve as President until October 2024.

As I wrote when concluding my article last year, the issues facing ship agents are becoming more complex and, in many cases, more urgent, but as always we remain confident that FONASBA and its members will continue to support our principals effectively, enthusiastically and above all professionally. u

Powerful scaling with multi-needles

Nitto Kohki’s (Tokyo, Japan) original JET CHISEL, pneumatic needle scalers, quickly and efficiently removes scale, paint, rust, or weld slag from most surfaces. They are ideal for cleaning hulls of vessels and useful for descaling steel, brick, and many other materials.

Proven superior design features with no internal spring components ensure trouble-free performance. (JEX-2800A and JEX-20 have balancing springs to reduce vibration)

Fully automatic system

The only unit of its kind on the market without springs. This means no springs to break, no irregular power, and the advantage of low air consumption.

Self-adjusting needles

The JET CHISEL needles automatically adjust to any surface contour. They get deep into corners, reach into uneven surfaces, and conform to all types of shapes, making it a tool no ship should be without.

Visit Nitto Kohki’s eCatalog for more information including the full line-up of Power Tools and Machine Tools.

Tel: +81-3-3755-1111 | Fax: +81-3-3753-8791

E-mail: overseas@nitto-kohki.co.jp

Web: www.nitto-kohki.co.jp/e/

Bruce Hailey navigates the blizzard of IHM Rules

The introduction of the EU Ship Recycling Regulation (“EUSRR”), effectively brought into force the Hong Kong Convention (“HKC”) for all EU flagged ships and all ships, whatever their flag, calling to EU ports.

Given the global trade of ships, this EU Regulation has had wide application to shipowners around the world and not just those in the EU.

Whilst the EUSRR and the HKC contain some flaws in their drafting and ideology, at their core they have the laudable and important objective of keeping workers in recycling facilities safe and minimising the environmental impact of hazardous materials. Everyone involved in shipping has their part to play in achieving those objectives.

Any ship calling to an EU port and any EU flagged ship must maintain on board an Inventory of Hazardous Materials (IHM), in accordance with the EUSRR.

The introduction of the EUSRR of course had owners and operators scrambling to comply, often at the last minute, and frequent misunderstandings arose, and continue to arise, as to what was, and is, required to ensure compliance.

The complexity of the EUSRR, in part due to the poor drafting of the EUSRR (and the HKC on which it is very heavily based), led to considerable uncertainty as to what is required to ensure compliance.

The poor quality of advice and assistance provided by many of the expert consultants (and notwithstanding the efforts of a few of the very good ones) has not assisted in the orderly introduction of sensible methods of working towards IHM compliance.

When materials are delivered to a ship, the shipowner must keep records of those materials which contain hazardous materials. To assist in that task, suppliers must provide Material Declarations (MDs), supported by Supplier’s Declaration of Conformity (SDoCs) wherever the EUSRR requires them.

In reality, for ISSA members the materials for which MDs are required are quite limited, broadly concerning items that are part of the structure and permanent equipment of a ship.

A request for an MD should be restricted to only those items for which it is required. Empirical evidence suggests that somewhere in the region of 5% of MDs requested from suppliers were necessary requests. The remainder of the requests made by shipowners or those assisting them concerned materials that did not require the provision of an MD.

ISSA raised concerns on behalf of the ship supply industry, and the issue was taken up by a working group chaired by the International Chamber of Shipping (ICS).

After considerable work with many stakeholders, Industry Guidance was written and has been endorsed by the ICS, BIMCO, the International HazMat Association and ISSA. This guidance can be found on page 55.

This Industry Guidance seeks to explain, in more manageable terms than the EUSRR, what is required by ship owners and suppliers, to comply with these new regulations.

It is recommended that ISSA Members familiarise themselves with the Industry Guidance, and if faced with requests that are considered unnecessary the guidance can be relied upon when seeking to explain to customers why their MD request is not appropriate.

The new IHM regime is here to stay, and when the HKC comes into force, the IHM will have global application.

ISSA members are well advised to understand their obligations and put in place the resources that will be required to fulfil their obligations.

This includes acquiring information from sub-suppliers of the content of the materials being supplied, so that MDs can be completed quickly and efficiently. An understanding of the Industry Guidance will assist ISSA members greatly.

A failure to comply with the EUSRR may put suppliers at risk of prosecution by regulators. u

BIO UV Group and 3C Metal complete afloat BWTS retrofit aboard ‘Greatship Maya’

BIO-UV Group’s maritime division and its engineering partner 3C Metal have completed the at-sea retrofit installation and commissioning of a low-flow ballast water treatment system aboard Greatship Maya.

Greatship Maya is a multipurpose

offshore supply vessel operated by Greatship Global Offshore service Pte Ltd (Singapore), whose ultimate parent company is the Great Eastern Shipping Company in India.

A BIO-SEA L03-087 modular unit was successfully installed while the

4350dwt ship maintained rig supply operations offshore Labuan, Malaysia.

Maxime Dedeurwaerder, Business Unit Director, BIO-SEA by BIO-UV Group, said: “With a history spanning more than 25 years, 3C Metal is not only a recognised engineering

services provider to the offshore oil and gas sector, but specialises in at-sea installations and engineering. The success of this project is very much testament to the success and strength of this partnership.”

Going on to comment about the project in more detail, Dedeurwaerder explained: “Together, we surveyed the site, taking 3D scans of the ship’s machinery spaces to simplify pipework, electrical wiring, system integration and installation.

“This also revealed some space limitations which ensured we were able to design and build a ship-specific solution, allowing 3C Metal’s team to get the BWTS in place without modifying the steel structure in any way.”

All pre-installation pipework was done in parallel with the design and production of the BIO-SEA system, with 3C Metal’s facility in Johor Bahru, Malaysia, fabricating the piping, structural, hydraulic, and electrical connections needed for the project.

All components were shipped to the

vessel’s port of call prior to ship loading and integration. In-service installation meant the vessel was able to continue its normal operations throughout the retrofit.

Whilst an “L” Series BIO-SEA unit is recognised as having one of the smallest footprints of any ballast water treatment system in the market, its small size, however, does not affect the high performance of the system, as Florian Cortes, heading technical operations for BIO-SEA by BIO-UV Group, explained.

“During preliminary work it was identified that the ship’s pumps would also be used for transferring liquids other than ballast water, such as water from drilling operations.

“But after studying the vessel’s different operational requirements it was found that in ballast mode, the pumps would not be required to run at their full rated capacity of 300m3/hr; 87m3/hr was sufficient.

“This allowed us to offer a smaller BIO-SEA system than would otherwise have been specified. This resulted in an

easier integration and a more costeffective retrofit solution for the end user.”

Although afloat installations do take longer than those carried out in drydock, the arrangement shaves thousands off the total cost of a ballast water treatment retrofit project.

“That’s the benefit of an in-service integration,” said Jordan Laurans, Group Operations Manager, 3C Metal.

“When you consider drydock hire and the number of people involved, together with the financial losses incurred due to vessel off-hire time, then an at-sea installation makes complete commercial sense. The ship continues operating.”

Marking the 3C Metal’s first complete BIO-SEA turnkey project, it took twenty days and a small team of engineers to install and commission the system, saving the shipowner significant drydocking costs and vessel off-hire time.

“The 3C Metal and BIO-SEA team was available around the clock and reacted quickly to the challenges faced during the project, which made for an efficient integration,” said Pramod Pandey, Greatship Technical Manager. “We would likely consider this model again for future projects.”

Greatship Maya is a DP II MPSSV built by Singapore’s Keppel Singmarine. When delivered in 2009, the vessel was one of the first to be built in accordance with the then new Special Purpose Ships Code. The vessel can store 1,140m³ of potable/fresh water, 1,140m³ of fuel oil, 1,530m³ of ballast and 1,310m³ of drill water.

InTank - Operationally a Game-Changer for Ballast Water Treatment

Ballast water treatment is high performance water treatment completed in the challenging environment of an operating commercial vessel.

But it is “only” water treatment. All the normal methods of water treatment have been discovered and optimised. So, how can a new BWTS bring a different angle, a game changing one at that, to a commercial vessel?

The Scienco/FAST InTank ballast water treatment system does not use a different type of water treatment – it uses the most robust, well established water treatment in the world: chlorination. InTank’s different angle comes from its operational profile. InTank treats ballast in the ballast tank during the voyage.

Treating during voyage is a fundamental game-changer, not just because it is unique, but because it brings a number of significant operational and compliance advantages which the established in-line BWTS simply cannot.

Normal Ballasting – No Filter

InTank treats during the voyage, allowing crew to ballast as normal using no vessel power for BWT and not worrying about water type, clogged filters or BWTS performance.

Easy Treatment at Sea

When the crew decides to treat, InTank automatically treats and neutralizes each ballast tank. The crew is kept

informed of progress; but apart from initiating treatment then initiating neutralisation, the crew can get on with the voyage.

The Advantage of Concentration Time (CT) Treatment

Like many BWTS, InTank doses chlorine (NaOCl). This can be generated using an installed EC Cell or dosed from onboard bulk storage.

Using CT as the treatment metric, InTank ensures that the same intensity of treatment – average TRO for a specific number of hours – is achieved however challenging the ballast water is.

Using CT requires InTank to check treatment progress (TRO level) partway through the hold time. If TRO is low, then more chlorine is dosed to ensure full treatment is achieved. InTank is the only BWTS which goes back and checks its treatment, twice if needed.

Experience an Issue During Treatment?

Fix it at sea. Not ideal, but if it occurs it will not impact the vessel’s time in port or its ballast water compliance.

Control over Compliance

On a long voyage or at anchor for a time? A vessel can choose to treat a few days before discharge, preventing any regrowth potential and controlling biological compliance. InTank neutralizes TRO in the tank before discharge, assuring TRO compliance –an emerging compliance issue for many in-line BWTS.

InTank – Operationally a GameChanger

Offering a vessel normal ballasting and deballasting, including by gravity, InTank uses robust, proven water treatment in a unique way. The system provides a vessel the most control over compliance with the least impact to operations of any BWTS. Operationally, InTank is a BWTS game-changer.

InTank is already installed from MR to VLCC, Handy to Cape, Semi-sub Rigs and HL’s. The new InTank FITT® system for smaller vessels has a footprint as small as 0.5m2 -- yes, half a square meter.

Virtue struggles in a Virtual world

By Roger Symes, Director, Marine Debt Management

Some years ago, a UK journalist attempted to live for one month without telling a single lie. His aim was to be totally truthful for 30 days. His found his biggest challenge was tick-boxes on internet sites, requiring him to, “Click here to confirm you have read & agree to our terms & conditions”. He claims to have always done so but it took a lot of time! Could he repeat the same experiment today, now that computerisation has come to dominate all aspects of our lives?

I was reminded of this story recently whilst sifting through a bunch of Purchase Orders (POs) sent by a large ship management company to an ISSA member. Although each PO was for a few low-value items only, they were all several pages long. Each one contained the same standardised stipulations,

provisos, conditions and strictures. Firstly, it was made clear that the buyer was acting “as agents only” and under no circumstances could be held liable for payment. Then came the instruction to supply, “only best quality”, disregarding the enquiry which had been to offer “best prices”. After that a reminder that all products must be asbestos-free (hardly relevant for the supply of fresh provisions). Then the stipulation that goods without minimum shelf-life of 6-months would be rejected (for ball bearings?).

Regurgitating the same, often irrelevant, statements on multiple POs means they are not read properly by suppliers. Nor do they deserve to be, since their senders pay them even less attention. Buyers merely enter line-item quantities on a computerised form and press the “Send” button. This means important, relvant information is often missing or incomplete.

Whenever a Buyer issues a PO “as agents only” or “as managers only”, you are entitled to know on whose behalf, it is being placed. Do not be fobbed-off with “Owners of…”. You are entitled to the name and country of registration of the agents’ “Principal”, that is, the party liable for payment. If it is not there, you have every right to ask for it.

The lax attitude to providing company details now extends to addresses too. During the COVID-19 pandemic, many companies closed their offices and instructed staff to work from home. For many, this arrangement worked so well, that it has been made permanent. With all documents being sent via email or via internet portals, the day-to-day need to provide a physical address has diminished. Consequently, we are seeing confusion arising regarding where a company is registered and where it is trading from. Again, you are entitled to this information and to independently verify it.

The state of things to come may be seen by the recent monumental collapse of FTX, the world’s second latest cryptocurrency exchange, with debts exceeding USD 8 billion. The firm was audited by certified public accountants Prager Metis, which claimed to be the “first-ever CPA firm to officially open its Metaverse headquarters in the metaverse platform Decentraland”. We may laugh at such absurdities but that did not stop FTX’s rapid growth. Investors rushed to place their trust in it. With so few shipowners operating from the countries in which their companies are registered, it surely cannot be long before one does indeed move to Decentraland. After all, the accountants are already there! u

Technology showcase success results in run of orders for Nippon Paint Marine, Korea

Nippon Paint Marine’s innovative approach to marine coatings technology was the primary focus of this year’s Korea Showcase 2022, with a number of delegates praising the company’s range of antifouling and anticorrosion systems in meeting the shipping industry’s environmental and energy savings objectives.

The event, a technology day established ten years ago to share the latest coatings information and innovations with Korea’s leading shipowners, shipbuilders and repairers, was attended by 89 delegates from 51 companies, including Hyundai Samho Heavy Industries, KSS Line, Keoyoung Shipping, Kumjin Shipping, and SHL Maritime

In his welcome speech at the Commodore Hotel, Busan, South Korea, Nippon Paint Marine President Takeshi Shiotani took attendees through a brief history of marine coatings innovation, with a focus on CO2 emission reduction, fuel efficiency, and preventing the transfer invasive marine organisms.

“We developed the world’s first tin-free antifouling paint and the world’s first self-indicating coating system. In 2006 we introduced our unique hydrogel technology and then launched a low friction antifouling paint, LF-Sea®. This was followed by the more advanced A-LF-Sea®. We then launched the world’s first biocidefree self-polishing copolymer antifouling paint, AQUATERRAS®, and, last year, introduced FASTAR®, an antifouling paint that utilises nanotechnology.

“The marine sector was the very first business segment for Nippon Paint and I am proud to say we remain committed to developing more environmentally friendly solutions that meet the requirements of today and tomorrow. We will continue to push further the boundaries of innovation to deliver more effective coating solutions to meet our customers’ specific business needs and reduce the impact on the marine environment.”

Following an afternoon of product presentations from Nippon Paint Marine Korea team, Lee SangHoon, Head of Hyundai Samho’s Block Painting Department, commented on the performance of the company’s self-indicating coatings technology.

“We had an opportunity to work with Nippon Paint Marine on a newbuilding project where we applied the NOA® and A-LF-Sea® coatings. The advantages of NOA’s self-indicating function resulted in less paint consumption and contributed to greater workability and moreover, excellent anti-corrosive performance with a well-covered condition,” he said.

Offering his thoughts on the new FASTAR system, Seo Young-Joon, head of KSS Line’s Marine Affairs Division, said: “Our company has been working in collaboration with Nippon Paint Marine to deliver better ship performance. In recent months, the decision to apply the FASTAR coating has contributed significantly to ship efficiency. It provides shorter drying time at a reasonable price, resulting in reduced docking time and lower OPEX.”

Lee, Dong Huk, President of SHL Maritime,

singled out the tough performance and durability of the company’s NEOGUARD® range of hold coatings on its bulk carriers; a sentiment echoed by Lee Dong Hyun, a superintendent with Kumjin Shipping. “Compared to other coatings, Nippon Paint Marine’s products perform better in terms of durability and adhesion property,” he said.

Following the Korea Showcase, Nippon Paint Marine’s coatings were tentatively proposed for fourteen new projects. The company received invitations to tender for three different projects and two customers asked to upgrade their paint specifications to the FASTAR system. There was also marked Interest in AQUATERRAS, which will be available in Korea in coming months.

Gladys Goh, Director & Deputy President, Nippon Paint Marine, said: “The marked success of this year’s Korea Showcase and gala dinner is testament to the hard work and dedication of colleagues around the world in delivering a platform on which to showcase the full range of Nippon Paint Marine technologies to our customers in Korea. Our coatings provide the best available corrosion protection and antifouling performance for today’s vessels.” u

Nippon Paint Marine teams from Korea, Singapore, Japan, Malaysia and Germany at The Korea Showcase 2022

A 500-YEAR-OLD SAYING EPITOMISES A CONTEMPORARY MANAGEMENT PHILOSOPHY

It was Dutch philosopher Desiderius Erasmus – in around 1500 – who coined the phrase: prevention is better than cure.

Fast forward more than half a millennium and it is a modern-day disciple of this wise man who subscribes to his philosophy when it comes to cargo handling solutions for customers during a global shipping boom.

Rotterdam-based – there’s serendipity for you – Cargo Care Solutions has more than 40 years’ experience of providing innovative cargo solutions to the bulk liquid and box trade vessels throughout the global fleet.

That expertise, plus commitment to a proactive approach, is driving Cargo Care’s ability to service their 1,500+ customers worldwide.

The firm’s core philosophy is to ensure customers embrace a clear and documented care and maintenance programme based on the 5 year or 10 year dry dock programme of a vessel.

Record-breaking revenue in the bulk liquid and box trade sectors have resulted in high earnings. However, vessels are being pushed to their operating maxima.

Peter Peltenburg, CEO, explained: “The market is extraordinarily strong and the next five years of chartering looks just as positive.

“As a result, owners are investing in preventive management and maintenance due to these

long term prospects. They understand the need to renew and repair in advance before serious problems arise.”

Explaining his confidence in this operating climate lasting for the next five years, he said: “The number of new build vessels entering the market is low.

“Therefore, all the vessels we deal with are looking to extend their operating life span.”

To serve their extensive customer base, Cargo Care has stations in Germany, Singapore, Denmark, China and the USA as well as its headquarters in The Netherlands.

“Our strategically placed centres world-wide mean our excellent staff is always on 24/7 stand-by and we will always get the right people to where they need to be to service our customers,” said Mr. Peltenburg.

Even so, there are challenges due to the robust market. Explained Mr. Peltenburg: “It is probably three times harder to get the right materials at the right time and the right price these days. Attracting the right staff is also proving challenging.”

As for preventive maintenance issues specific to the bulk liquid and box trade sectors, the firm has firsthand knowledge.

Cargo pumps are key to bulk liquid. Jeroen

Bink, Cargo Care’s manager of the cargo pump division, noted that global pressures and demand for oil tankers are making the cargo pump market extremely strong. “In the current situation, we make recommendations to our customers for their cargo pump so they will run trouble free. That philosophy is making for very good relationships with our clients.”

For box trade, the focus is on container lashing equipment. Mr. Peltenburg explained: “If you lose container space because of lashing failures then it becomes a very expensive hit. It is also very difficult to repair such container foundations in port during normal operations.

“The answer we offer is to establish this rolling programme of preventive maintenance and repair during dry docking.”

Similarly, there is a focus on hatch covers. Mr Peltenburg confirmed that the pads on which the covers rested are the

vital element to ensure its security.

“Such hatch cover pads might be bearing a load of 60 tonnes. What we are now finding is a lot of owners retrofitting pads to take account of increased weight and capacity of containers to enable their vessels to trade even more profitably.

“In the past two years vessels are sailing at maximum capacity and that puts a toll on equipment.”

Overall, Mr. Peltenburg sees the firm’s proactive approach in sync with their customer base.

“Our customers know it saves money on the maintenance and saves time. Preventive is always better than doing it after the fact.”

As Erasmus might have said: “I told you so!” u

www.cargocaresolutions.com

Peter Peltenburg, CEO, Cargo Care Solutions

LEDification – Sustainable Lighting of the Future

The United Nation’s Sustainable Development Goal (“SDG”) 13 on Climate Action is a major factor to consider when discussing the new standards set for the Maritime Industry. Shipping in the Maritime Industry is accountable for over 80% of global trade and the maritime sector is looking to reach decarbonization targets through new and innovative methods that can help with overall reduction in carbon emissions and global warming. With SDG13’s target goal of limiting global warming to 1.5 degrees Celsius, efforts towards curbing carbon emissions are more critical now than ever.

LEDification, originating from SOPEX Innovations (“SOPEX”), a Singapore based company, involves the process of retrofitting traditional lighting with greener and more energy efficient LED lights. Such LED lights optimise energy consumption as compared to conventional lighting. It also reduces the need for maintenance through improved durability and allows great savings to electricity consumption as consumables (e.g., ballasts) are not required.

With the mission to S.O.P. or “Save Our Planet” through reliable and innovative energy-efficient technologies for normal and hazardous areas, SOPEX works hand in hand with shop owners and ship chandlers worldwide to contribute to maritime sustainable development in energy efficiency and decarbonisation. The group’s vision of supplying lighting that can withstand harsh environments and achieve sustainable development through energy optimization and waste minimization, brings them hope to reduce carbon footprint of maritime lighting by 65%.

SOPEX is in a strategic partnership with GL Lighting Holdings, GL Lighting Holdings is a specialist in R&D, design and manufacturing of Green LED solutions and have been in the business for more than 20 years. Having completed over 500 ODM and OEM projects for renowned international lighting companies including Philips and OSRAM. They own one of the best most up-to-date luminaire factories in Asia which consist of an 8,500m2 mechanical plant and a 11,000m2 electronic plant that are equipped with innovative production facilities of fully automated SMT line, clouds enable electronic manufacturing setup, advanced powder coating line, and CNC/laser/plastic injection/cold-forged/ aerospace welding.

SOPEX features LED lights listed in the IMPA Marine Store Guide, helping purchasers and engineers to identify products based on their specifications, product information and comparison tables. S.O.P. products featured on the IMPA catalogue include their LED Recessed Luminaires, LED Marine Portable Work Lights, LED Pendant Lights and more. Together, SOPEX encourages customers’ adoption by performing onboard assessments of lighting requirements,

generating inspection reports on Return on Investments and Total Cost of Ownership, and providing recommendations on LED lightings with the right technical specifications appropriate for each vessel.

SOPEX places emphasis on the continual research, design, and development of ideal LED solutions to provide green, innovative, and sustainable technologies that can meet the unique demands of marine environments.

Selecting the right LED lighting for various applications remains a challenge for many owners, facilities managers, or buyers. Despite the many challenges, SOPEX pledges to only design and supply the highest-quality range of reliable LED lighting, allowing users to maximise their investment in operations and reduce their maintenance needed.

Project References

HAFNIA DESPINA –

Hafnia Despina is a Crude Oil Tanker that was built in 2019 (3 years old), sailing under the flag of Singapore. It’s carrying capacity is 109990 t DWT and her current draught is reported to be 8.5 meters. Her length overall (LOA) is 250 meters, and her width is 44 meters. In total, SOPEX supplied 28 SOP LED modular floodlights for the LED Lights Upgrading Project. The LED Modular Lights consists of SOP 1MFL (1M) Series, 4MFL (4M) Series, 6MFL (6M) Series and 8MFL (8M) Series, installed on areas such as her NAV Bridge and Bridge Wing, AFT Mooring Space and Funnel Mark, Forward Mast, and MID Ship Mast (STBD & Port).

HAFNIA KALLANG –

Hafnia Kallang is an Oil Products Tanker that was built in 2017 (5 years old), sailing under the flag of Singapore. It’s carrying capacity is 74189 t DWT and her current draught is reported to be 8.3 meters. Her length overall (LOA) is 228 meters, and her width is 32 meters. In total, SOPEX supplied 28 SOP LED modular floodlights for the LED Lights Upgrading Project. The LED Modular Lights consists of SOP 1MFL (1M) Series, 4MFL (4M) Series, 6MFL (6M) Series and 8MFL (8M) Series, installed on areas such as her Bridge Wing (STBD & Port), AFT Mooring Space and Funnel Mark, Forward Mast, and MID Ship Mast (STBD & Port).

Write to us at info@sop-led.com or call us at +65 6210 2371 and we will be glad to provide you with a workable solution specially catered to your needs.

All pictures featured in this article are for illustration purposes only.

Experts combine to penetrate the Materials Declarations fog

Key maritime industry stakeholders have come together to develop new guidance for ship suppliers and ship owners on Materials Declarations for Inventories of Hazardous Materials.

This much welcomed Guidance Document attempts to shed light on to an acknowledged complex subject.

Due to misunderstanding and misinterpretation, heated debate is now emerging amongst all parties involved.

To establish the context of this complex subject we will first give some background information (accepting some or all of this may already be familiar to readers).

The EU Ship Recycling Regulation (EUSRR) demands for all ships above 500GT calling at EU ports to have a certified and maintained “Inventory of Hazardous Materials - Part I”.

The certified IHM Part I lists hazardous materials contained in structure and equipment of a ship. The shipowner is responsible for IHM maintenance which means tracking of relocations, removals and new installations on hand of supplier documents: a task for the entire life of a ship.

Ordered items need to be accompanied by Material Declarations (MD) and a Suppliers Declaration of Conformity (SDoC) issued by the supplier, if IHM-relevant.

And this is exactly where the confusion starts: what is an IHM-relevant

order item which requires respective documentation from suppliers?

Every single order item of a purchase order needs to be evaluated against a set of exemption rules; for any order item not exempted means a request for MDs and SDoC has to be sent to the suppliers.

Then the biggest task starts for suppliers who have to collect information from their own supply chain for providing correct product data to ships. Each request from the ship can cause hours or days of work for the supplier to collect data from his supply chain for one product.

Fierce discussions have erupted on application of exemption rules and responsible parties might be looking for a fast but risky cure. Lacking knowledge and sincerity plus mis-interpretations by “service suppliers” are creating a situation where up to 90% of requests sent to suppliers are unnecessary!

This makes IHM-Maintenance of ships an impossible task for all involved. As a reaction, major shipping and supplier associations jointly stated: “Shipowners and service providers … made MD requests … in excess of what is required…. This has placed a … burden on suppliers, and can make the maintenance of IHM by the owner significantly more complicated.”

The urge to find a solution for efficient compliance has been obvious. Several

parties and their representatives – as mentioned above – have joined forces to ending the confusion and creating a common understanding.

The Industry Guidance provides unified interpretations and clear guidance for identification of relevant order items. With this, less than 5% of order items require related documents from suppliers.

Descriptions on how to fill in the forms and “what not to do” are rounding up the guidance. GSR Services is very proud of having contributed to developing this guidance and that it fully reflects their understanding and practices as applied since long.

Efficient IHM-Maintenance throughout the entire operational life of ships for owners and suppliers is the goal and well explained in the Industry Guidance. Although an annoying and dry topic, if read and applied, this guidance is the argument against unjustified requests and map to efficient IHM-Compliance. u

To obtain your free copy of the Guidance please visit the following link to download:

https://www.ics-shipping.org/wpcontent/uploads/2022/11/MaterialsDeclarations-for-Inventories-ofHazardous-Materials.pdf

www.gsr-services.com

ISSA and Ship Supply News

ICS and ISSA Offer a Helping Hand with Recycling Regulations

WThe International Chamber of Shipping (ICS), the International Shipsuppliers & Services Association (ISSA), BIMCO and the International HazMat Association (IHMA) have collaborated to develop a new guide to help both shipowners and ship suppliers comply with both the current EU Ship Recycling Regulations (EUSRR) and the Hong Kong Convention on Ship Recycling (HKC) where ratification is anticipated next year.

Under both sets of regulations, the shipowner must develop and maintain an Inventory of Hazardous Materials (IHM) for each vessel they own. In support of this, ship suppliers must provide material declarations (MDs) and Supplier’s Declarations of Conformity (SDoC) for equipment delivered to the ship.

Efforts to comply with these requirements have caused a significant increase in shipowners’ requests for material declarations from suppliers, in excess of what is required and placing a considerable administrative burden on these suppliers. In turn a lack of awareness by suppliers of their responsibilities in providing accurate material declarations on request can also impact on the accuracy of the IHM.

Materials Declarations for Inventories of Hazardous Materials aims to clarify the exchange of information between shipowners and suppliers. The guide helps shipowners and suppliers to understand the legislation, reduce the administrative burden for both parties, and ensure that the IHM is completed properly.

John Stawpert, Senior Manager (Environment and Trade) at ICS says: “The IHM requirements apply for the entire life cycle of a ship, and there are specific provisions relating to each stage in the ship’s life to ensure that hazardous materials can be identified as far as possible, and their disposal properly planned in the ship recycling process.

“We found that in their efforts to comply with regulations, shipowners were making exhaustive requests for materials declarations on items that did not need to be included in the IHM. Not only was this putting a huge administrative burden on ship suppliers but was also making the maintenance of the inventory by the owner significantly more complicated.”

Sean Moloney, ISSA Secretary adds: “Shipowners are rightly concerned about ensuring that the inventories are as

complete as they possibly can be.

“However, this has caused confusion as to what should be covered by materials declarations and a level of anxiety from ship suppliers as they endeavour to fulfil what are, at times, impossible requests.

“This guidance aims at providing practical support to both shipowners and ship suppliers, ensuring that ship suppliers are only being asked for the things that the regulations and the Convention actually require them to provide.”

Materials Declarations for Inventories of Hazardous Materials covers everything a shipowner or ship supplier needs to know to understand the process leading to completion of the IHM.

It contains a series of tables clearly showing what should and should not be included in the materials declaration, demonstrates how to complete the paperwork and talks users through common mistakes.

The guide has been written to relate to both shipowners and ship suppliers, and will provide a valuable tool for suppliers, superintendents, technical managers, and all who are responsible for complying with EUSRR and HKC regulations.

For further information on the Guide please visit ICS Publications u

All the ISSA benefits in one App

All the ISSA membership benefits are available at your fingertips with our new ISSA App.

With just the touch of a button you can conduct all the business you need regarding your ISSA membership with the new App. The whole world of ship supply can literally be in your hands.

The App takes the hassle out of paying your membership invoices via the PAY ISSA function.

Other key features including the ISSA Register, ISSA Conditions, and ISSA Quality can be found in the App, which

is configured for both Apple and Google Android devices.

It is free to download and free to use from Google Play and the Apple App Store by typing in ISSA, however, be aware transaction fees will apply as usual when using the Pay ISSA Facility.

The digital tool can be accessed anytime, and in any place, and means you can have access to your ISSA membership and all its benefits 24/7.

Plans are in place to add more features to the App so keep your eyes peeled as ISSA will publicise these as and when they happen. u

President’s Report to The Assembly September 15th, 2022 London

May I welcome you to the world class city of London for what is our first face-to-face ISSA Assembly meeting since Busan in 2019.

The relaxing of travel restrictions has meant shipping and ship supply is able to get back to some level of normality. Myself and my colleagues on the ISSA Executive Board, are delighted to be able to put down our Zoom and Teams screens in favour of once again mixing and networking in person – something we all do best. And I am delighted to see so many of you here. Long may it continue.

We have used this time productively at ISSA and worked on and completed a number of important projects.

Consolidating ISSA’s registration in The Netherlands and moving the bookkeeping there This has been a major task but was the right thing for the association to undertake. ISSA now has robust bookkeeping processes in place and the bookkeepers liaise constantly with the ISSA Treasurer as well as the ISSA Secretariat in the UK to ensure the finances of ISSA are in rude health.

Bank accounts have been set up in The Netherlands and the correct checks and balances put in place.

Revising the ISSA Articles of Association

A major, and necessary, step following the decision to renew and update ISSA register in the Hague. It included updating the Articles themselves as well as formulating an Authority Matrix that governed financial responsibility and governance within ISSA. These documents had to adhere to Dutch law, hence the need to secure Assembly approval in December 2021 and July 2022. The changes have all been minuted and are in the hands of the ISSA lawyers and the notaries in The Netherlands to finalise the process.

Establishing the ISSA Honorary Membership Category

An important and exciting development for ISSA as it means that ship suppliers can work very closely with our customers – the ship owners and managers (our customers)– in shaping and developing ISSA for the future. Honorary membership means that owners and managers (and we have 31 so far) are encouraged to work with and learn and improve together the world of ship supply. Their involvement can only enhance ISSA services and some of its events such as Convention.

IHM – Inventory of Hazardous Materials

Through the work of the Secretariat and the ISSA lawyer, ISSA was able to take the concerns raised by ISSA members straight to the shipowners. As a result, an industry set of guidelines has been drawn up and will be published, setting out what should be done when it comes to the Inventory of Hazardous Materials and Material Declaration thereof. It has the backing of the International Chamber of Shipping as well as organisations like BIMCO.

Continuing the drive to increase membership of ISSA

ISSA is proud of its membership both at National Association level as well as Associate Membership level and works very hard to ensure eligible ship suppliers around the world have every opportunity to join the Association. I would like to thank my Executive Board colleagues Abdul Hajah and Luc Aduo Kouame for their hard work in this area. While we were sad to see the demise of NAMS as a National Association in the US, we were delighted to welcome Ghana onboard as our newest National Association and efforts are being made to attract new National Associations in South America among other places

Green ISSA/Quality

ISSA continues to drive forward its strategy of quality global ship supply through its Quality Programme and it has introduced a Green ISSA element to the certification as part of ISSA’s embracing of the need to protect the environment. I would like to thank James Slattery, our ISSA Quality Manager, for the work he has done in this area.

Setting up and running online ISSA Roadshows during the pandemic

An essential project during the two years of global lockdown. We will continue to hold online roadshows to help educate and inform ISSA members about the association. There may well be face to face meetings as well in the future.

ISSA Education Programme

One of the pillars of work for this year. Teaming up with training partners in Greece, ISSA has launched its online ISSA Education Programme which will bring high quality training and learning to the laptops and computers in the offices of all our members worldwide. A suite of training courses is being put together with the objective of offering the best training at very competitive prices. Again part of our digital strategy to drive value to our members while driving up quality in the industry.

E-Procurement and Digitalisation

We have already started on this road with digitalisation of our catalogues and our Education Programme and a Working Group has been formed to examine and exploit further opportunities ahead. We will be looking at what digital projects we should be supporting and with which partners.

New ISSA Website

All up and running, future-proofed and tied in with the ISSA App.

New ISSA App

Again, a lot of work has been undertaken here and the App is fully up for purpose. ISSA members can access all they need to on the ISSA website but through the App. Further enhancements will be made as and when necessary. The ISSA App can be downloaded from the Apple Store and Google Play.

Ladies and Gentlemen, many thanks for your attention and I wish you all an enjoyable Assembly meeting.

Saeed Al Malik ISSA President u

Market News

SALTY SEA DOGS SAMPLE SEA

SALTED BEER

Alife on the ocean wave can sometimes be challenging. But for those salty sea dogs sailing with Viking Line nerves may be calmed and moods lightened with the advent of a new, sea salt added, IPA Beer.

Viking Line Indian Pale Ale or IPA was developed in partnership with the microbrewery Rock Paper Scissors Brewing Company in Kuopio, Finland. RPS Brewing has won a number of awards for its quality in recent years both in Finland and abroad.

“Viking Line wanted a beer that is easy drinking but also a credible option for beer enthusiasts and one that works as a drink both for socialising and with meals. Another request was that it have a marine touch.

“After a number of experiments, we chose to make Viking Line IPA with mineral water flavoured with a little sea salt. The beer’s light malt base allows the flavour of the Simcoe and Nelson Sauvin hops to come through.

“The mineral water enhances the bitterness of the hops, and the tones of caramel malt guarantee a balanced flavour,” says master brewer Aki Railanmaa at RPS Brewing.

The beer preferences of Finns have changed and developed, which is clearly apparent in Viking Line’s dutyfree shops, where an assortment of some one hundred varieties of beer is available for purchase.

Many still prefer traditional domestic lager, but international brands and so-called craft beers have become increasingly popular. Demand has grown in particular for IPA beer.

“The popularity of craft beers is also apparent in our restaurants, and they are now also totally acceptable in our à la carte venues. The new Viking Line IPA pairs well with gravadlax (marinated salmon) or smoked salmon, for example, and also goes well with burgers or pepper steak,” says Ossi Ruusunen, product group manager at Viking Line.

Viking Line IPA will be part of the company’s private-label range, which also includes wines and the company’s very own champagne.

“Our own-brand wines on the vessels have lowered our customers’ threshold for trying quality wines chosen by professionals, and in that way they have developed their knowledge about wine. We hope Viking Line IPA will do the same thing for craft beers. By offering our own beer, we also meet the demand for lower-alcohol drinks. These are especially appreciated by our younger passengers,” says Janne Lindholm, restaurant manager at Viking Line.

“We chose Finnish-based Rock Paper Scissors Brewing Company to be our partner because they make excellent beer and because part of our sustainability work involves supporting small local producers.

“Our restaurant and marketing departments were actively involved and influenced the flavour and appearance of our beer, as well as the design of the label.”

The new beer is sold in all the restaurants on Viking Line’s vessels and this winter will soon also be available for sale in the duty-free and on-board shops.

Kippis! u

www.vikingline.com

Bottle of new Viking IPA Beer

New Group President at GAC Group

Global shipping, logistics and marine services provider GAC Group has announced the appointment of Pontus Fredriksson as its new Group President effective from January 2023.

Bengt Ekstrand, who has held the position for the past 10 years, will take on the role of Executive Co-Chairman alongside GAC’s long-standing Executive Chairman Björn Engblom.

Ekstrand’s tenure began at a time of economic turmoil in the Eurozone and expanding armed conflicts in the Middle East. Sluggish oil prices would soon plunge to less than USD45.00 a barrel.

During that uncertain period, Ekstrand launched a wideranging reform programme within GAC known as Delta21. Significant structural and operational changes followed that made the Group more resilient, more efficient, and more profitable. He leaves the position with GAC reporting record results in recent years.

The new Group President Fredriksson joined GAC in 2007 and has been Group Vice President of GAC’s Americas region since August 2019. He

previously held various finance and managerial roles in the Middle East, including Managing Director of GAC Bahrain.

“Pontus has consistently demonstrated a strong commercial focus and top leadership skills,” says Ekstrand. “His acumen and sound industry knowledge put him in a good position to lead the Group to further successes in a turbulent environment and I look forward to supporting him in his new role.”

GAC delivers services from 300+ offices around the world and employs about 7,500 people worldwide. u

GAC

Group’s Bengt Ekstrand (L) with Pontus Fredriksson (R)

Oldendorff Carriers invests in Alpha Ori Technologies

Oldendorff Carriers, one of the world’s leading dry bulk operators, has signed a deal that will see it invest in leading maritime digital solutions provider Alpha Ori Technologies (AOT). An Oldendorff Carriers’ representative will also join the AOT board.

AOT’s digital solutions are increasingly being adopted by leading maritime operators worldwide. This new investment will further accelerate its sales activities and product capabilities.

Peter Twiss (pictured left), CEO of Oldendorff Carriers, said:

“Oldendorff is pleased to be an investor in Alpha Ori Technologies. Having considered various cleantech, optimization and fuel savings products on the market, we believe AOT has the right mix of talent, technologies and futuristic vision to be a transformative force in shaping the future of the maritime industry. With this investment we not only want to support the digitalization and decarbonization journey of our industry but also benefit from it directly.”

With a diverse range of products that includes SMARTShipTM, SMARTVoyager, ShipPalmTM and VIO, AOT is transforming the maritime industry by harnessing the power of real-time data, generating insights for

faster decision-making, and helping customers achieve cost efficiencies and lower emissions.

Captain Rajesh Unni, founder & Co-CEO of AOT and founder and CEO of the Synergy Group, commented:

“Oldendorff’s investment is testament to management’s confidence in our vision, our state-of-the-art digital solutions and the cutting-edge technologies that AOT is using to transform the shipping industry. Our digital solutions harness the power of data, shaping it into insights that enable our customers to make effective decisions in a timely manner. We are extremely proud of our association with Oldendorff and look forward to partnering in future-proofing its fleet.” u

SACO Shipping goes all digital

WAVE BL, the market leader in blockchain-powered trade, has confirmed that SACO Shipping GmbH has chosen its platform for issuing, handling, and transferring its HBLs electronically.

With the shipping industry moving from paper-based to electronic trade documents, SACO Shipping was looking for a leading provider of secure digital document solutions to partner with.

By selecting WAVE BL, all parties involved in the process are connected to a single, unified network. Issuing eBLs only takes minutes, and entire document transactions are now completed in hours instead of weeks.

“We are moving to digital HBLs since paperbased documents are notorious for being unreliable”, stated Mr. Norman Vogt, General Manager of SACO Shipping.

“After partnering with WAVE BL, we now issue multiple House Bills of Lading (HBLs) after receiving the Master Bill of Lading (MBL) using the unified (WAVE BL) platform.

“This makes the whole BL transactions process quick, secure, and cost-effective without courier or cargo release delays”.

Noam Rosenfeld, CEO at WAVE BL, added: “SACO Shipping’s use of electronic HBLs that are issued by our platform is an exciting milestone for both companies.

“With the industry moving to digital trade documents, we are proud to offer a solution that’s easy to use and tailored to the industry’s latest needs”. u

Green light for CO2 emissions reductions

Maritime logistics providers Marinetrans and Best Global Logistics have sealed a deal with Justdiggit, the non-profit ‘regreening’ NGO.

Marinetrans has developed an accurate monitoring tool to calculate CO2 emissions associated with sea freight, road transport and air freight, and a carbon reporting service for shipowners, offshore operators and ship management companies.

Marinetrans and Justdiggit will work together to offset carbon emissions, aiming to make a positive social and environmental impact.

Steven Forsberg, Managing Director of Marinetrans Group, says: ‘’We are excited to partner with Justdiggit, who are dedicated to mitigating climate change through a systematic and practical approach - something we can relate to in our organisation.

“At Marinetrans we see the necessity of acting sustainably - and so do more and more of our clients. With Justdiggit at our side, we can make a step in the right direction and offer the benefits to our clients in the shipping industry as well.’’

Justdiggit is a non-profit organisation dedicated to landscape restoration programs enabling vegetation to grow (back) sustainably and flourish in the drylands of Africa. u

Before and after in Tanzania

Thordon Bearings prove their worth in Abu Dhabi Offshore Platform Pumps

Thordon Bearings’ water-lubricated elastomeric polymer bearings have been installed to well pumps aboard an undisclosed offshore oil platform operated by Abu Dhabi National Oil Company (ADNOC).

Five KSB three-stage mixed flow impeller-type pumps were each retrofitted with Thordon pump bearings – 13 SXL intermediate bearings, four Composite bearings and a single SXL throttle bearing – replacing the original silicon carbide bushes.

Dubai-based engineering firm Ocean Power International (OPI), Thordon’s authorized distributor in the Middle East region, received the full scope of supply

direct from Thordon’s plant in Burlington, Canada, just four weeks after placing the order.

“The problem with silicon carbide bearings is that they have a long lead time and are brittle which means there is a risk of the bearings chipping and breaking. They are simply not as robust and are very expensive to replace,” said Rafid Qureshi, Managing Director, OPI.

“By comparison, Thordon SXL and Composite bearings resolve the price and lead time issues, are very durable, and they are also more considerate to the environment as they don’t require lubricating oil or grease.”

After OPI gathered all the parameters and reviewed the pump drawings, the Thordon bearings were delivered well within the requisite time frame, allowing KSB, the original equipment manufacturer (OEM), to carry out the retrofit installation work and commission the pumps in quick time, avoiding any rig downtime.

KSB Abu Dhabi has now refurbished all five pumps with the new Thordon bearings, the last of which was completed in August 2022. However, the company has been converting its pump bearings over to the Thordon polymer material over the course of the last 10 years.

Michal Belina, Mechanical Engineer, KSB Service, said: “The technical and engineering specifications of the bearings meet and exceed expectations.

“Compared to silicon carbide, which is typically used in these vertical pumps, Thordon’s products are not only more cost effective, but one of the biggest advantages is that they are easy to machine.

“They have excellent resistance to abrasion. Even after a few years of operation the bearings have correct clearances. We are very satisfied with this product and our main factories in Germany are now using Thordon bearings in our new pumps.”

As the pump OEM, KSB has a contract with ADNOC Offshore to repair and overhaul the pumps, explained Anupam Paul, Application Sales Manager - Gulf Region, OPI: “When the pumps are dismantled and come in for repair and refurbishment, KSB has only 10 to 14 days to do the repair.

“We have a good relationship with the company and a huge inventory of Thordon stock, so whatever size the customer asks us for, it’s on the shelf and ready to go.”

Given the long-term reliability of these installations since the relationship with Thordon Bearings began in 2011, Qureshi says that in future, ADNOC will continue to use Thordon’s bearings in any compatible pumps deployed on its platforms. u

Play

French Style & Portability

The Devialet Mania is the French hi-fi company’s first portable speaker. It supports both Wi-Fi (AirPlay 2 and Spotify Connect) and Bluetooth streaming, and comes with Amazon’s Alexa baked right in so you can control it with your voice. It’s a true 360-degree speaker, but Devialet integrated it with ASC (Active Stereo Calibration) technology so it can automatically adjust its sound depending on where you have it; when placed in the centre of a room it’ll play true 360-degree stereo audio, but when placed against a wall it adjusts to a more front-firing sound (Devialet says the latter creates a more expansive and powerful soundstage). Price: $790 www.devialet.com

With thanks to www.gearpatrol.com

Ice cool birthday treat

To celebrate the hi-fi company’s 60th anniversary, Audio-Technica has announced a limited-edition version of its AT-LP2022 turntable that’s made in a completely transparent acrylic finish — it honestly looks like it’s carved out of glass or a block of ice. The manual belt-driven turntable is also decked out with a special Shibata stylus (also transparent) and a carbon-fibre tonearm. It’s available for pre-order. Price: $1,200 www.audio-technica.com

With thanks to www.gearpatrol.com

The intriguing Nightshift

Stereogum says: “I was intrigued by Zoë, the 2021 album from the Glasgow-based experimental psych and post-punk band Nightshift. I continue to be intrigued by the three songs they’ve released today. “Hologram,” “Made Of The Earth,” and “Souvenir” are all part of Made Of The Earth, the new album Nightshift released on cassette in November. It’s billed as “the last document of the band’s initial incarnation, with odds & sods as well as unreleased tracks combining to form a surprisingly cohesive whole.” They’re not really framing it as the proper follow-up to Zoë, and in fact the Bandcamp description teases another album coming next year. But even if this is a stopgap release, its first few singles are pretty captivating.” With thanks to www.stereogum.com

Exceptional Bruckner

This exceptional new recording of Bruckner’s Fourth Symphony is the more remarkable when one considers how rarely down the years the LSO has engaged with this repertoire, let alone recorded it. This is not, of course, Simon Rattle’s first recording of the Fourth; nor should we forget that the symphony has been in his repertoire since the early 1970s – an even longer span of time than that enjoyed by Christian Thielemann, whose similarly remarkable, albeit very different, Vienna Philharmonic recording was released this time last year. © Gramophone – www.gramophone.co.uk

After Hours

Whatever next – indeed!

We reviewed her runaway best seller “Lady in Waiting” previously.

Now comes a more personal and intimate account of the extraordinary life of Anne Glenconner. Lady-in-Waiting to the late Queen Elizabeth II, this latest account of her extraordinary life – tinged with sadness and, let it be noted, domestic violence – lifts the veil that discretely covered Lady Anne’s apparently gilded lifetime.

Bracing honesty, rare insight and hilarious revelations as she shares everything she's learned from her extraordinary and unexpected life.

Whatever Next?: Lessons from an Unexpected Life

By Lady Anne Glenconner

Published by Hodder & Stoughton

RRP £22

Unique insight into Ivan Forcadell in Madrid

Iván Forcadell’s solo show has as its starting point the selfportrait from the closest intimacy in which the artist approaches the canvas and tries to eliminate any temptation to draw images that have nothing to do with his own being.

In the main space of the gallery, we will find a selection of twodimensional works.

In the second space, we can see the most recent selection of ceramics placed on brick plinths. Since the end of 2021, Forcadell has been working on ceramics in a workshop in Barcelona.

Ivan Forcadell: 10542

Thu 3 Nov 2022 to Thu 5 Jan 2023

Badr El Jundi, Madrid

Calle Barquillo, 43, 28004

The Best Restaurant in the World?

Ah Denmark. So cool! So fashionable! So Scandinavian!

And, unsurprisingly, the location of what many say is quite simply the best restaurant in the world. Now that is some boast.

However this stylish homage to fine dining seems to have garnered a well deserved reputation for amazing gastronomic experiences.

Prices reflect the care and attention to detail paid by the happy staff to deliver a variety of themed meals that will be remembered long after the bill has been paid and the lunch or dinner enjoyed.

Cheap – as they say – “it ain’t!”. But the cost should be looked upon as an entrance fee to one of life’s memorable events.

Geranium

Per Henrik Lings Allé 4, 8., DK-2100 Copenhagen Ø

Phone +45 6996 0020

With thanks to www.galleriesnow.net ©

Picture credit-claes-bech-poulsen

With thanks to Amazon