THE SHIP SUPPLIER ISSUE 84

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

AForeword

s at the time of writing, the shipping industry was working hard to come to terms with the effects of this global health issue that is Covid-19 (coronavirus). Trying to second guess how seriously it will affect shipping globally, and trying to minimise its effect on staff and businesses. And I say ‘at the time of writing’ because the situation is so fast moving that even the most carefully thought out predictions are out of date as soon as they are made.

But the coronavirus infection is influencing forward planning as well as the day-to-day business. With company travel bans in place across many companies and countries, and visitors restricted from visiting many offices, many international shipping events have been cancelled or postponed. Singapore Maritime Week was an early casualty as was the Kuwait Maritime Summit.

And, as many of you will have seen from our ISSA Newsletter, the decision was taken, initially at least, to cancel the ISSA 65 Convention and Trade Fair in Sydney, Australia. We had no choice because of hotel booking penalties. However, the decision has now been taken to continue to monitor the situation very closely to see if there is a way we can ensure the event goes ahead. We will work with all concerned to come to the right decision and we will keep you, the members, closely informed. So, watch this space.

But despite this worry, work at ISSA continues unabated with the 2020 edition of the Ship Stores Catalogue due at the printers as we speak. This is an exciting moment for us, and I would like to formally thank my colleague on the Executive Board, Alfredo Tosato, and his excellent team for their hard work. It will have been worth it.

I am also delighted to announce that we have opened-up a new membership category for ship owners and managers. And we are excited to announce that both Columbia Shipmanagement as well as Bernhard Schulte Shipmanagement have already joined ISSA as Honorary Members with interest being shown by a growing number of other managers. We will use this new category to work with our friends and clients to build an even stronger ISSA for the future.

ISSA is here for its members and we are working on a wide variety of beneficial projects to roll out to you as members. These will range from a new captive insurance solution that will slash your annual insurance costs to the relaunch of the ISSA Education Programme. So, keep an eye out for these initiatives in the weeks and months to come.

Happy reading.

Saeed al Malik ISSA President

Turkey

Steady growth for ship supply in Turkey

Though the global Covid-19 (coronavirus) pandemic has caused a slowdown in maritime trade, outside the force majeure factor the ship supply sector in Turkey continues to grow steadily, according to George Saris, President of the Turkish Ship Suppliers Association (TURSSA).

“Turkey is ever more seen as a pivotal supply point in the Mediterranean,” he said. “Turkey has a highly developed fleet and the ship supply sector is in a position to create significant export potential that is not to be ignored.”

The country’s largely free-market economy is driven by its industry and increasing service sectors and even though its traditional agriculture sector still accounts for about 25% of employment, the automotive, petrochemical and electronics industries have gained more importance and surpassed the traditional textiles and clothing sectors within Turkey’s export mix, he said.

Turkey remains highly dependent on imported oil and gas but it is pursuing energy relationships with a broader set of international partners and taking steps to increase use of domestic energy sources including renewables, nuclear and coal, added Mr Saris. The joint Turkish-Azerbaijani TransAnatolian Natural Gas Pipeline is moving forward to increase transport of Caspian gas to Turkey and Europe. “Upon completion it will help diversify Turkey’s sources of imported gas,” he said.

However, the growth of Turkish GDP since 2016 has

revealed the persistent underlying imbalances in the Turkish economy, in particular Turkey’s large current account deficit means it must rely on external investment inflows in order to finance growth, leaving the economy vulnerable to shifts in investor confidence.

Mr Saris also said that as with 2019 not being a good year for the global economy, the forecast for 2020 is not much different and most likely even worse considering the impact of coronavirus on the first year’s quarter at least. “At the time of writing, it is still unclear on the exact impact of the coronavirus, both globally and nationally.”

Mr Saris said ship suppliers in Turkey were facing many challenges, beside coronavirus, including an increase of late payments between owners, agencies and suppliers. “Because of this, and in an increasingly competitive market, this puts extra strain on ship suppliers in Turkey.”

Founded in 2003, TURSSA itself is still healthy as an association with 33 members at present. Mr Saris said: “Its strength has been gradually improving further by adding new members from year to year.”

Any company that wishes to become a member of TURSSA must be operating in the ship supply sector for at least two years continuously and must meet certain standards. Furthermore, documents like application forms, tax registration certificates, criminal record certificates, two reference letters from TURSSA members, photos from the applicant’s warehouses, commercial activity certificates of Turkish Chamber of Shipping, are required to apply to become a member. Following this, the TURSSA Board visits applicants’ offices/warehouses before debating whether to refuse or accept membership applications. u

United Kingdom Concerns over impact of Covid-19

Members of the British Association of Ship Suppliers (BASS) are understandably concerned about the implications of Covid-19 on the UK ship supply market and the shipping industry in general.

Availability of staff due to the coronavirus, product inflation, availability, lack of trade, Brexit and cash flow are all issues which Members say they will be facing in the coming weeks, and possibly months.

“We don’t yet know how much of an effect the virus will have. How many ship owners and catering companies will survive,” one Member commented.

Before the coronavirus hit, ship supply levels in the UK were generally expected to be in line with 2019 levels but

BASS says how business develops in the next 12 to 18 months will obviously depend on how the world emerges from the pandemic and if we end up in some form of global recession.

Just before The Ship Supplier went to print, one Member said: “Already there has been a record number of cancelled sailings out of China with many factories operating at a fraction of capacity. If demand continues to be surpressed, it is anticipated that the global price of oil will fall further than the current circa $51 p/b. There will be a time lag impact but this could result in offshore activity in 2021.”

BASS is due to stage its Annual General Meeting and Luncheon in June but this may have to be postponed in due course. u

“ Cash is King!”

By Roger Symes, Director, Marine Debt Management

The coronavirus disease (Covid-19) pandemic is a worldwide catastrophe both in health and economic terms. This year it will impact everyone, either directly or indirectly. Our lives will be changed and become more uncertain.

Many ship suppliers are already facing unprecedented difficulties as ports are closed and vessels turned away. Even when deliveries are possible, movements are restricted and shortages of many items make it harder and more costly to fulfil orders.

Whilst health concerns must be paramount, the financial implications of the crisis are of huge concern. The world is entering a recession and, potentially, a depression as world trade shrinks. This is very bad news for the shipping industry and all who rely upon it.

The slight benefit of coronavirus delaying newbuilding deliveries will be far outweighed by over-supply of existing vessels in all sectors. Where charters can be found, owners will have to accept rates insufficient to cover financing costs. As vessel values plummet, many more owners will find themselves in negative equity and dependent upon lenders’ support.

Governments are acting with varying degrees of success to support business. However, ship owners and managers are unlikely to benefit. As, following the global economic downturn in 2008, there will be no state support for an industry that scorns regulation,

avoids tax and employs mostly foreign workers.

Consequently, almost all ship owners and managers are scaling back their activities. Large numbers of lay-offs are likely and many companies will cease trading. Some will enter formal bankruptcy proceedings. As unsecured creditors, suppliers will be left with debts unpaid.

Ship suppliers, already doing everything possible to mitigate increased difficulties in making deliveries, must do what they can to prepare themselves for the coming months. Sales will be down, customers will be taking longer to pay or not pay at all, fraudsters will be seeking to take advantage of the situation.

As sales drop off, the temptation will be to accept orders where you can. This must be avoided. New business should only be contracted when there is a certainty of timely payment. Suppliers should be especially wary of ship owners and managers shopping around for anyone willing to grant credit. Offer increased discounts for pre-payment and cash payment by Master.

The coronavirus is undoubtedly causing acute difficulties for many of your customers. Some will be asking for extended payment terms; others will take them anyway. It is essential to devote extra resources to monitoring the situation and, as far as possible, reducing the debts owed to your company. Things will get worse

before they get better, so there is no advantage in delay. If you decide to support some customers, be sure you understand the implications of doing so.

Whilst acting promptly, don’t panic. Too often we are contacted by suppliers who have lost money by seizing upon an opportunity that turned out to be a scam. There is always time to discuss with another person before acting. Be prepared for fraudsters telling your customers that, “our bank is closed due to the coronavirus, please pay to our new account…”..As companies reduce headcounts and close offices, people will be transferred to new roles for which they have little experience. They will be under increased pressure and more likely to make mistakes.

The adage “Cash is King” has never been more relevant.u

How ABB technology is supporting a sustainable future for Arctic shipping

High in the Arctic Circle lies the Northern Sea Route, one of the planet’s vital shipping arteries. It cuts a journey by almost a third compared to the southern route but it is passing through waters which are mostly frozen.

The northern route connects east and west, allowing cargo to be transferred from northern Europe to north-east Asia, via the Bering Strait. It’s a 30% faster passage than the southern Europe-Asia alternative via the Suez Canal and is attractive to shipping companies, thanks to considerable fuel and emission savings. The increased vessel traffic through the northern route needs to take into consideration the delicate Arctic ecosystem that surrounds it.

This is why it is paramount that vessels operating in the Northern Sea Route are fitted with the most sustainable technologies. Sovcomflot, a leader in energy shipping, operates the world’s largest ice-class fleet powered by ABB’s Azipod electric propulsion, which cuts fuel consumption while negating the need for separate ice-breaking ships in

Arctic seas frozen with up to 2.1m of ice.

And to assist vessels on their extreme voyages, ABB has opened a dedicated Marine Service Center in the northerly Russian port town of Murmansk, offering 24/7 support. Sovcomflot’s vessels are among over 1,000 ships supported by the ABB Ability Collaborative Operation Centers worldwide, from where ABB experts monitor operational shipboard systems, coordinate equipment diagnostics and offer predictive maintenance services.

Speaking about digitally connected ships operating in remote areas, Jyri Jusslin, Global Head of Service, ABB Marine & Ports, said: “We can support them. We can spot problems even before the crew, so we can say: ‘Have a look at this and let’s fix it before it stops your operation’.”

Vessels equipped with ABB’s electric, digital and connected solutions are helping to ensure that one of the world’s most precious – though arduous – supply routes can continue to operate sustainably. u

Thordon system specified as standard for deck machinery

Thordon Bearings says its bearing ThorPlas-Blue has established itself as the bearing of choice for deck equipment, with European shipyards and owners frequently specifying the grease-free system as standard for vessels’ winches, fairleads, davits, capstans and windlasses.

Sweden’s Falkvarv, Oresund Dry Docks and the Oskarshamnsvarvet shipyard have been strong proponents of the bearing with these yards maintaining an inventory of ThorPlas-Blue stock to replace worn bronze bearings and bushings when vessels drydock for repairs.

Tommy Holmgren, Sales Director, Duwel Group, Thordon’s authorised distributor in Sweden, said: “The ThorPas-Blue inventories these yards keep could be indicative of the number of vessels drydocking with bronze bearing problems since approximately 96% of the inventory is used to replace the greased bearings in mooring winches.

“Since Falkvarv first retrofitted ThorPlas-Blue bearings to the mooring winches aboard two coastal tankers the yard has always recommended that ship owners retrofit the non-metallic bearing to their vessels. It is the same with the Oresund and Oskarshamnsvarvet yards.”

ThorPlas-Blue is a self-lubricating bearing so does not require any lubricating grease. The economically and environmentally acceptable solution is especially pertinent to sensitive areas like the Baltic Sea.

Outside the Baltic area, Romania’s Constanta Shipyard has just completed the retrofit installation of ThorPlas-Blue bearings to deck winches and windlasses aboard a 105,042dwt Aframax tanker operated by a Greece-based ship

manager. In total, 12 bronze bushings were replaced with the self-lubricating ThorPlas-Blue bearing.

Commenting on the project, George Morrison, Thordon Bearings’ Regional Manager, said: “We have been steadily replacing the bronze bushes in deck machinery across the ship manager’s fleet over the past five years and now have the Thordon solution installed aboard in over 30 vessels.”

He added: “The bronze bushes created problems when they came into contact with seawater – a chemical reaction resulting in oxidisation. They were becoming too costly to repair and maintain. The ship manager has had very good results with the Thordon system, with no wear or damage. They have also proven very easy to maintain.”

The bearing can be machined and installed quickly into a variety of applications where greased bronze bearings are traditionally installed, including lifeboat and tender davit systems, fairleads, which can have a huge impact on mooring ropes that wear quickly; tiller arms and jockey bars; cranes and hoists; pivot point bushings; winches, capstans, watertight doors and hatches. They can also be supplied as a Self-Aligning Bearing (SAB) for use in rudder and steering gear systems to counter the alignment problems typical of hydraulic steering systems. u

Better crew training needed for CO2 firefighting systems

Fire is the most common and most dangerous emergency at sea. Yet, while the International Maritime Organization’s FSS Code provides engineering and design standards for all types of fire extinguishing systems, there are no mandatory regulations governing their installation, commissioning, operation and maintenance, only recommendations.

Although recommendations and guidelines are in place, and should be followed to obtain certification from classification companies and flag state authorities, there have been several incidents in recent times where fixed fire extinguishing systems have failed.

For instance, in May last year, the accidental release of CO2 aboard a 69,121dwt bulk carrier during routine checks of a CO2 firefighting system during repair work at shipyard, resulted in the death of 10 seafarers and the hospitalisation of a further 19. The ensuing incident report found the system itself to be faultless, but it was incorrectly operated by the crew.

Similarly, an incident report published in 2015 by the Marine Accident Investigation Report (MAIB) in to the 2004 fire aboard a fishing vessel found the lack of training in the use of CO2 firefighting systems to be of significant concern.

“The CO2 system did not operate effectively because it was poorly maintained, the crew were unaware of the correct operating and compartment isolation procedures, and there were no system-

specific operating instructions posted. The crew were also unfamiliar with the safety procedures required for re-entry following use of CO2…. If the CO2 had been successfully discharged, then it is highly likely that fatalities would have resulted when re-entry was made to the engine room,” cited the report.

The 2004 fire aboard a 11,162gt passenger ship also highlighted flaws in the crew’s knowledge, experience and training in the use of the CO2 system, with the MAIB concluding: “Despite instructions to release the CO2 having been carried out, unbeknown to the officers and crew at the time, no CO2 was released into the engine room to fight the fire.”

The vessel’s CO2 system was neither checked nor made secure after the fire, and during the investigations after the vessel’s arrival in Southampton, CO2 from a bank of cylinders was accidentally released into the engine room. Three crew members were lucky to escape without loss of life or serious injury.

Investigators concluded that officers misunderstood the system and how to operate it effectively. But what was also interesting about this incident, was that the investigators found that the system had been incorrectly installed. Only 51 cylinders would have activated instead of all 66.

Problems with the installation and commissioning of the fixed firefighting system were also found aboard a general cargo vessel. Inspectors discovered the system had “not discharged completely as one of the bottles had been installed incorrectly”.

“While it is difficult to put a number on all the fire related incidents

where incorrect installation, operation or maintenance of a fixed firefighting system has resulted in system failure, injury or death, the above investigations do offer a difference perspective on the effectiveness of the current regulations and guidelines,” said Mats Hestmann, QHSE Manager for survival and safety solutions provider Survitec Group.

“Fire safety systems are inherently designed to protect and save lives. However, if these systems are incorrectly used, installed or insufficiently inspected and maintained, the consequences can be severe. These can range from time delays and port penalties for non-compliance to serious injury or even fatality.”

MSC.1/CIRC 1318, the Guidelines for the Maintenance and Inspections of Fixed Carbon Dioxide Fire-Extinguishing systems was released in June 2009 and have been adopted by most Flag states, but some are still following their own set of standards. Mr Hestmann believes it would be beneficial for MSC.1/CIRC 1318 to become even more structured as is the case with MSC 1432, clearly defining what should be inspected. Once the majority of flag states have adopted an MSC circular, it then becomes a resolution making it mandatory.

Mr Hestman added: “Great improvements to safety have come as a result of IACS Z-17 Service provider approvals. However, it’s not the failure of the firefighting system that is resulting in so many incidents, but rather the lack of system knowledge and poor operator training. There should be more effective rules governing system training; because a crew member is familiar with one firefighting system doesn’t mean they are appropriately trained to use another manufacturer’s system or even a different system configuration. While the product itself might be standard, the layout of the system, the location of valves, cylinders, and vents and so on will differ from ship to ship. Certainly, crews need to be better trained in the use, operation and maintenance of these systems.”

Erik Christensen, Technical Director Fire Fighting, said: “We have seen a number of incident reports where human error in the use of firefighting systems has been a common factor. Valves have been closed when they should have been open, ventilation flaps left open with main generators still running during the fire.

Carbon Dioxide is a dangerous gas and any system that has been incorrectly installed, maintained or operated could not only fail to extinguish the fire but be very harmful to the crew.”

Colourless with a slightly astringent smell, CO2 is about 50% heavier than air and therefore highly effective in smothering a fire in a relatively short time. However, split seconds after its release, the

covered space concentration level is life threatening. Therefore, to allow personnel time to escape, from the moment the CO2 alarm is activated, time delays delaying the release of CO2 are present on CO2 systems. Time delays can be programmed ranging from 20 seconds up to two minutes depending on the system.

Any re-entry into the space should only be once the space has been thoroughly vented and the air quality tested.

Mr Christensen added: “We have already issued advice offering our recommendations and we are nearing the final cut of an informative video to raise wider awareness of the need to ensure firefighting systems are correctly installed, regularly maintained, serviced and that crew operating the systems are trained and understand how to use the specific system.”

Survitec recommends that: Fixed firefighting systems are commissioned by the Original Equipment Manufacturer or an OEM-approved and certified technician after installation; Systems are inspected regularly in line with the routine inspection regime detailed in the system manual. These are monthly checks and should be carried out by trained individuals; Ships’ crews undergo basic systems configuration training and personal protective equipment training by the OEM; and Inspections and maintenance works are carried out by a trained systems technician in accordance with Maritime Safety Committee Circulars 1432 (Firefighting Systems) and 1318 (CO2 systems), or special flag/class requirements, in order to receive renewal of the Safety Equipment Certificate.

Since merging with Wilhelmsen’s Maritime Safety business in 2016, Survitec has expanded its fire safety portfolio, bringing together Novenco Firefighting and Maritime Protection brands under the Survitec umbrella. Its fire-fighting and servicing expertise includes gas-based fire extinguishing systems, such as Inergen, CO2 , Novec; watermist and powder-based solutions; fixed foam and inert gas systems; and an array of fire detection and PPE.

Survitec has also developed a week-long training course to provide specific training on the correct operation and maintenance of firefighting systems and this training is already being delivered to cruise personnel.

Survitec Fire Service Stations are certified to ISO9001: 2015. In addition, it operates in accordance with IACS UR Z17 approvals and has global approvals from six major classification societies: DNV-GL, Lloyds register, KR, RINA, ABS and BV, as well as a number of local class approvals such as CCS and Class NK. Furthermore, our technicians are trained at Survitec Training Centres certified according to “DNVGL ST 0029 Maritime Training providers”. u

Reliable fire detection with intelligent addressable fire control panel

LGM Products, a UK specialist in fire systems for special environments, has recently unveiled its latest system that specifically addresses the marine sector’s fire detection needs; the FireFinder Marine fire alarm control panel.

“There is nothing more serious at sea than the instance of fire onboard a vessel,” said LGM Products’ Sales Director Nic Mogford-Revess. ‘However, most fire detection systems are designed for land-based applications and do not allow for the special environmental and applicational difficulties found in the maritime sector.’

The FireFinder Marine is an intelligent addressable fire control panel that is approved for use in maritime and offshore applications. Compliant with the requirements of the Marine Equipment Directive 2014/90/EU as well as DNV GL and Lloyds Register Type Approved, the FireFinder Marine provides reliable fire detection. This ensures the safety of

personnel and asset protection at all times.

Nic continues; ‘The FireFinder Marine has been what the marine industry has long sought; it is an affordable and flexible fire detection solution for a wide variety of vessels.’

Versatile in design, the FireFinder Marine is suitable for both large and small vessels. For larger vessels the FireFinder Marine panel can be networked with up to 99 panels, enabling you to centrally control over 30,000 fire detection devices and audiovisual alarms. However, it is just as suitable for smaller vessels where there is a limited requirement of fire detection devices.

The FireFinder Marine utilises the market leading Discovery Marine Detectors and Interfaces from Apollo Fire Detectors.

Powerful and flexible programming is achieved via the Windows based configuration tool, which includes many preengineered programming functions. Simple system programming is easily available via the front panel and large graphical display.

‘Built in as standard are a number of marine specific programming features.’ Nic continued, ‘None more important than the Muster Alarm activation which will immediately sound the ship’s evacuation alarm’.

Complimenting the FireFinder Marine is the SmartView Graphical Event Management System. Ideally suited for vessel control rooms and bridge command centres, SmartView is an extensible client server application whose primary role is dedicated to the monitoring and reporting of system events. Providing clear and precise graphical and text alarm information, SmartView allows operators to make emergency decisions with minimal delay, which is extremely important in a marine environment.

A range of optional add-ons are also available which allow each FireFinder Marine Fire Control Panel to be customised to meet the vessel design, requirements and class approval. These include optional relay output boards and a Universal High-Level Interface Board.

The Universal High-Level Interface Board add-on provides the ability for the FireFinder Marine to interface to a range of highlevel interface options using common communication protocols. Individual fire alarm control panel events such as fire, pre-alarms, disablements/isolates and faults can be configured to be passed to the various external systems for reporting and indication.

Typical applications include the Voyage Data Recorder (VDR) interfacing which converts system status, alarms and

events to NMEA 0183 standard complaint strings.

The High Level Interface Board also allows the Modbus interface allowing other vessel monitoring system to see the status and events of the FireFinder Marine fire control panel.

In a cost conscience world, the FireFinder Marine allows for old system to also be incorporated reducing the need and cost of replacing detectors already in situ. Where vessels requiring replacement or upgrades the optional 8 Zone Conventional Board add-on has been designed to allow older conventional lines for fire detection to interface with the FireFinder Marine panel. The board supports 8 conventional zones and connects to the FireFinder Marine panel via the internal dedicated RS435 communication port.

LGM Products is a UK family run business that has been working in the marine industry for over 30 years. ‘We are really pleased to be able to add the FireFinder Marine to our offer to the maritime sector’, Nic concluded. u

LALIZAS global FSR service presence

The required technical resources and specialized expertise held by LALIZAS provide successful advice to owners and management companies on how to keep their vessels protected and in compliance with regulations.

LALIZAS’ dedicated in-house R&D, Design and Quality departments develop safety appliances with materials of the highest quality.

The high expertise in the field of LALIZAS Regulatory & Approvals department ensures that all of the LALIZAS products and services are up to date, and comply with all the latest international maritime regulations and equipment standards.

As safety remains the first priority aboard a passenger vessel, offshore vessel, and oil rig/platform, LALIZAS offers worldwide service in which customers are directly handled by safety experts, in a worldwide scale without delay. LALIZAS offers a global network of professional

contractors and facilities with a full range of products, services and standardised certificates. Port-to-port warranty and IACS approvals are provided.

All commercial vessels can be offered the essential prerequisites to sail carefree, always keeping their crew safe onboard. Lifeboats, life rafts, SOLAS lifejackets, MOB systems, immersion suits, breathing devices, FFE and also medical equipment are included in the product range.

Company’s partnering and proprietary software, the LALIZAS Monitoring System, known industrywide as “LMS”, is exclusively offered by LALIZAS Fire Safety & Rescue, and includes the maintenance and test/ inspection requirements from various Flag States, the IMO, Class Societies, and OEMs. The LMS is designed to offer to all respective customers in advance planning of their firefighting, rescue and lifesaving requirements and therefore guarantee through monitoring that

vessels will always be in compliance and up to date with the latest regulations.

From life rafts to firefighting equipment and rescue systems, LALIZAS offers service and replacement on all appliances, any place, any time and at the most competitive prices for your vessels, making sure that ship-owners will receive full services with minimum port stay.

Available FFE:

• Fire extinguishers (LALIZAS New product line)

• Fireman suits

• Fireman axes

• Fire hoses

• Breathing apparatus/ respiratory protection (SCBA and EEBD)

Available LSΑ:

• Lifeboats

• Life rafts

• SOLAS lifejackets

• MOB systems

• SOLAS lights

• Immersion suits

Green ISSA

Star International launches IMO 2020 marine fuel testing and treatment range

Star International, worldwide supplier to the offshore and marine industries, has launched a range of onboard fuel testing and treatment products that provide a turnkey fuel stewardship solution to the shipping sector.

The range has been developed to meet the requirements of shipping operators wanting to ensure compliance with the International Maritime Organization’s (IMO’s) 0.5% sulphur cap and minimise the contamination risks associated with an increase of Fatty Acid Methyl Ester (FAME) based fuels in the marine supply chain.

The product range includes a portable XRF fuel sulphur content tester which can be used to confirm the sulphur mixture of fuel in the range of 0.1% to 5.0%. This is complimented by the Star FUELSTAT contamination testing kit, used onboard to detect Hormoconis resinae (diesel bug), bacteria and fungi.

Testing capabilities are complimented with the Star Mariner range of fuel treatments. These marine-specific additives can be used to treat common problems arising from the use of FAME based fuels, including; contamination, temperature induced coagulation and degradation.

Alan Stewart, Marine Fuel Consultant at Star International, said: “IMO 2020 is set to cause considerable uncertainty within the marine fuel supply chain, in terms of both the composition of the fuel being supplied and its susceptibility to contamination.”

“On the one hand you have an obligation to ensure that fuel is within the prescribed sulphur limits, and on the other operators will want to ensure that the fuel is free of contamination at the point of on-boarding.

“Even for operators who opt for exhaust scrubbers or similar technologies over low sulphur fuels, there is huge

On the one hand you have an obligation to ensure that fuel is within the prescribed sulphur limits, and on the other operators will want to ensure that the fuel is free of contamination at the point of on-boarding.

“ ”

Alan Stewart, Marine Fuel Consultant at Star International

scope for cross contamination, meaning that testing at the point of refuelling is really the only way to confirm what you are bringing onboard.”

The IMO 2020 regulations are designed to lower the volume of sulphur oxides (SOx) produced by global shipping and curb air pollution attributed to the sector. While shipping operators can adhere to the targets by choosing to switch to alternative fuels such as LNG, or by fitting ‘scrubbing’ technologies to remove sulphur at the exhaust, the limit will mean that many fuel producers will turn to blended fuel oils containing FAME to create complaint biofuel alternatives.

Reliance on FAMES will help to achieve the targets set out by the IMO. However, concerns have been voiced by maritime experts that the move will leave the marine fuel

supply chain open to an enhanced risk of contamination.

Mr Stewart added: “This has already proven the case in UK agricultural and plant fuel supplies, where higher FAME concentrations of circa 7% entered the supply chain during Q2 2019. This has resulted in widespread microbial contamination, together with storage issues including temperature induced coagulation and degradation of fuel while in storage.

“Due to the rise in FAME, end users in these sectors are now relying on fuel additives to protect their hardware from damage, reduce downtime and ensure that fuel remains in a usable condition when in storage. Given the complexities of implementing IMO 2020, a similar situation in the marine supply chain would not be surprising.” u

From the Brig

By ISSA’s legal expert Bruce Hailey

The impact of Covid-19

During these unprecedented and unimaginable times businesses around the world are seeking to adapt, in order to continue to provide their goods and services while complying with guidance and rules around movement of people.

Inevitably, Covid-19 will impact upon deliveries to ships. Where losses occur due to a failure of one party to perform as they have agreed, the party who suffers loss may ask the question, who is responsible for that?

The answer typically lies in the “Force Majeure” clause in the relevant contract. This clause will set out the circumstances in which a party may be excused the obligation of performing the contract due to unforeseen events which make performance impossible. Each Force Majeure clause must be interpreted according to its particular wording, and generally they are given quite narrow application.

Under many legal systems, a “Force Majeure” clause will not be implied into a contract – it must be expressly stated.

The ISSA Conditions (subject to US law) contain the following:

If the Vendor is unable to make delivery, or to make delivery in good time, owing to force majeure (which shall include all or any circumstances or conditions for which the Vendor cannot be held

responsible and as a consequence whereof it is not reasonably possible to make delivery in good time or at all) then the Vendor’s obligation to deliver shall cease or if appropriate be suspended for the duration of such force majeure.

Obstacles to delivery arising out of Covid-19 should fall within the widely drafted clause and excuse the obligation to deliver (or to deliver on time). However, It is important to note that circumstances that make delivery more difficult or expensive, but not impossible, will not be treated as a force majeure event.

A ship supplier who cannot deliver to a vessel because their movement or access to the port is prohibited, can be excused from the obligation to deliver without any claim against them being brought.

Notwithstanding the ISSA Force Majeure clause, it would be sensible to state on any quotation that delivery dates cannot be assured and product availability may be limited, but that deliveries will be made as soon as circumstances permit and in the quantities that are available.

Of course, if you do not inform your customers, at the quotation stage, that the ISSA Conditions apply, you will not be able to rely upon them at a later stage. u

Galley crew prioritise safeguarding against the coronavirus

The coronavirus (Covid-19) is a worldwide issue. As the World Health Organization has stated, it is uncharted territory. Key to prevention is hygiene, therefore it’s no surprise that Cyprus-headquartered training consultancy MCTC has seen an increase in the number of galley crew signing up to its 10=week distance coaching programme, ‘Safe Food Handling and Nutrition Course’ - a clear indication of the desire to safeguard against the coronavirus.

Christian Ioannou, MCTC’s Managing Director, explained: “The overall advice to prevent the coronavirus is to maintain good hygiene on board vessels. The galley is the central point for spreading germs. Our food nutritionists and technologists regularly visit vessels and find improper practices in the defrosting of food, storing of leftovers, preparing of meals and also in basic food hygiene. The current need to tackle the coronavirus has shone a spotlight on the importance of hygiene, particularly in the galley.”

MCTC issues guidance through its Safe Food Handling and Nutrition Course which covers food safety management and the creation of preventative measures to control identified hazards at every stage of the food supply chain. The course also explains nutritional values and the importance of healthy living. Good nutrition is essential for a strong immune system. MCTC’s experienced team of technologists, nutritionists and culinary training consultants provide the participants with the right skills to ensure the galley crew is in shipshape hygienically and nutritionally. u

Increasing need to coat hulls effectively

With the surge in new technology and improved data analysis tools and sensors, hull performance seems to be gaining ever increasing traction in the industry, and there is even greater need to monitor efficiency as climate change affects biofouling zones, which in turn affects the performance of vessels’ coatings.

As John Drew, Director of Nippon Paint Marine (Europe) explained: “The world’s oceans have become warmer and that affects ship operations in that selfpolishing paints will tend to work more actively at higher temperatures. Ships may also become at more risk of fouling, especially following an idle period.”

He added that while improved data analysis helps inform owners’ decisions (noon-data and Admiralty coefficient calculations, traditional methods give reliable results as well.

“There needs to be a good understanding of how the best lowfriction coatings give the owner not only reliable long-term performance, but true low-friction paints like Nippon’s A-LF-Sea which has been applied to nearly 3,000 ships to enable the ship to leave the drydock with a coating that starts performing from day one at a lower resistance than other products,” he said.

Nippon’s A-LF-Sea contains active hydro-gel which not only lowers hull

friction, but evidence shows it assists in antifiouling. “It seems fouling organisms are deterred from growing on the liquid-like patented hydro-gel, which is said to be only available in Nippon’s antifouling paints.

Nippon Paint Marine recently signed a long-term supply contract with Norwegian Cruise Line Holdings (Norwegian) to provide antifouling systems to 13 cruise ships operating under the Norwegian Cruise Line, Oceania Cruises, and Regent Seven Seas Cruises brands.

The agreement will see the coatings specialist apply its market-leading low-friction SPC antifouling, A-LF-Sea, to six Oceania vessels, five Regent Seven Seas Cruises vessels and Norwegian Cruise Lines ships Norwegian Epic and Norwegian Dawn.

A-LF-Sea has already been applied in 11 drydocks while three vessels, Marina, Nautica and Norwegian Epic will be coated with the hull coating during scheduled drydockings later this year.

The fleet-wide contract follows the performance success of the low-friction selfpolishing copolymer applied to vessels under individual agreements.

“Due to the impressive performance of A-LF-Sea in the past, we decided to broaden the scope of supply to half the Norwegian fleet with a more formal, long-term agreement,” said Carlo Paiella, Vice-President, Technical Operations for Norwegian Cruise Line Holdings.

Praising the reliability and performance of the coating technology, he added: “Nippon’s technical service and worldwide supply capabilities complement the excellent fuelsaving performance we have seen from this low-friction paint.

“As leaders in the cruise ship sector, we believe it is vitally important to do all we can to mitigate against any operations that may influence global climate change. The use of A-LF-Sea has helped towards our ships meeting the

very stringent emissions reduction targets we have set.”

In December 2019, the company’s lowfriction hull coating system LF-Sea won the 2020 Japanese Government Award for Global Warming Prevention Activity. The judging panel found use of the coating contributed to reduced drag, consequently resulting in lower fuel consumption and reduced CO2 emissions from those vessels that have applied the hull coating.

Mr Drew said: “We are proud that Norwegian Cruise Line Holdings has selected Nippon Paint Marine as its preferred coatings supplier for these vessels. Norwegian’s requirements are understandably extremely demanding but thanks to its forward planning, together with the reliability and performance of this coating, these vessels will benefit from greater fuel and operational efficiencies.

“A-LF-Sea has been successful in assisting the Oceania Cruises and Regent Seven Seas Cruises fleets in coping with changes in their itineraries and providing predictable and effective protection from fouling in all the geographical areas in which these vessels operate.”

Nippon Paint Marine is also working with Norwegian in the verification testing and performance monitoring of its unique biocidefree hull coating Aquaterras. A test patch has been applied to an undisclosed cruise ship and results are being benchmarked against a conventional biocide-coating.

“The cruise industry has been an early proponent of this ground-breaking technology,” said Mr Drew. “Like other cruise lines, Norwegian also recognises that Aquaterras is a hugely significant breakthrough in the antifouling market, providing similar levels of performance to those systems containing biocides, such as cuprous oxide.”

He added: “The growth in applications and experience with Nippon’s biocidefree self-polishing (SPC) antifouling Aquaterras gives Nippon confidence to expand its adoption more widely. Nippon are researching new ways to bring its patented micro-domain technology into other antifouling ranges.”

Nippon Paint Marine, which has been active in the cruise market since 2011, is expected to apply its lowfriction hull coatings to its 70th cruise ship later this year.

Another company which has been at the forefront of ground-breaking antifouling developments is Danish coatings manufacturer Hempel. One of its more recent developments is the Hempaguard MaX fouling defence coating system, launched last September. The unique three-coat solution provides vessels with a smoother hull, reducing drag and resulting in significantly lower fuel requirements. It is said to deliver a guaranteed maximum speed loss of 1.2% over five years, according to ISO 19030, as well as 8% higher out of dock fuel savings. It is also said to be so effective that it is possible

for the vessel to sit completely idle for up to 120 consecutive days.

The three coats comprise anti-corrosive primer Hempaprime immerse 900, tie coat Nexus II and topcoat Hempaguard X8, which is built on Hempel’s patented Actiguard technology that combines both silicone-hydrogel and advanced biocide control in a single coating.

“Unlike many other hull coatings, the vessel only has to move small distances before it can sit idle for a further 120 days,” said Andreas Glud, Group Segment Manager, Marine, Dry Dock, Hempel.

“The solution is suitable for all vessel types and remains fully effective in both warm and cold waters,

and at a slow and normal speed. This delivers unmatched flexibility in fleet utilisation.”

Addressing the issue of climate change affecting biofouling zones, Mr Glud said it was well-known that the impact of such change was beginning to warm the ocean and warmer waters are problematic as they encourage hull fouling.

“This means it is more important than ever to coat a hull effectively,” he told The Ship Supplier. “Climate change is also increasing the acidification of the oceans as the pH levels decrease. This will undoubtedly change the types of micro and macrofouling organisms that we have to contend with in the future.”

Another issue is the transfer of invasive marine species from one ocean region to another. This was the driver behind the Ballast Water Management Convention where large numbers of marine organisms were being moved in a vessel’s ballast water. On a smaller scale, a similar transfer can happen when a marine organism latches onto the hull in one region and released in another. To prevent this, owners are opting for a premium, high performing coating that prevents fouling from attaching in the first place.

“The fundamental need for a hull coating to protect the ship will remain but it is likely we will see an increased demand for premium coatings as fouling becomes more intense and prolific due to the warmer oceans,” said Mr Glud. “Different types of fouling

organisms are likely to require us to develop our technologies to remain effective. Hempel will continue its R&D to ensure its products continue to deliver maximum performance in all future conditions.”

Mr Glud said that with increased volatility across many major economies, as well as the current unpredictability within the market, ship owners and operators should not lose sight of the importance in maintaining a smooth underwater hull.

He added that data analysis and hull performance monitoring allowed ship owners and operators to understand the true operational and technical performance of their vessel and how to best maximise their operational efficiency. Hempel, he said, has dedicated many years of research and development to shipping efficiency and how it can be enhanced. The result was the launch of SHAPE (Systems for Hull and Propeller Efficiency) in 2018. The service brings performance monitoring and analysis to ship owners and operators worldwide.

“Based on the ISO 19030 framework that defines the methods for determining changes in hull and propeller performance, SHAPE combines elements of hull and propeller efficiency optimisation to maximise the quality of performance data analysis,” said Mr Glud.

“This allows Hempel to deliver expert advice and solutions to every ship, enabling all ship operators to maximise their ships’ hull efficiency and their return on investment irrespective of vessel type, age and size.” u

Jotun announces revolution in proactive hull cleaning

Aground-breaking solution to ensure hulls stay clean, even in the most challenging operations, has been launched by marine coatings giant Jotun.

The Norwegian-based company has developed Hull Skating Solutions (HSS), which provides individual proactive condition monitoring services tailored for each vessel, using a proprietary algorithm and big data to accurately predict fouling development and cleaning schedules.

The main component of HSS is the onboard HullSkater, the first robotic technology that has been purposely designed for proactive cleaning. It stays on the hull through magnetic wheels, each equipped with electric motors for propulsion and steering. The vehicle has several cameras and sensors, supporting the operator with data for navigation and documenting fouling on the ship hull. The specially designed motorised brush keeps the hull free from fouling without causing erosion or damage to the hull coating.

The vehicle is connected to the operator’s control centre through an umbilical and can be operated remotely for vessels anywhere in the world with 4G coverage. Inspection and proactive cleaning of a hull will normally take around two to eight hours depending on size and condition.

“Biofouling is a big challenge for the shipping industry,” said Geir Axel Oftedahl, Business Development Director, Jotun.

“It increases frictional resistance leading to speed loss and greater fuel consumption, while at the same time increasing the risk of the transfer of aquatic invasive species. It is a burden to the industry, and our panel, and demands decisive action.

“That was our starting point in the conception of HSS – a desire to create a definitive solution to this pressing issue, one that wouldn’t just deal with the problem, but rather prevent it. That is what hull skating achieves.”

Mr Oftedahl described the new solution as a “landmark development for ship owners worldwide,” adding: “Vessels are often faced with unpredictable operations, with erratic idling periods and varied operational profiles that make the selection of antifouling problematic, even for the best coatings. And once fouling grows, the impacts are immediate and damaging, with poor hull and propeller performance accounting for around one tenth of the world fleet’s energy consumption. This can make a massive impact on any owner’s bottom line.”

Mr Oftedahl added that proactive inspections, hull cleaning and management is not just an operational matter but a business critical decision too.

Jotun has been developing the unique technology for HSS over several years, with comprehensive testing taking place on vessels and at selected ports. Jotun is now in the final verification stage and is currently recruiting new selected owners to be the first to benefit from the new solution.

As Jotun’s strategic partner on the HullSkater project since 2015, Kongsberg Maritime has contributed to the technology and know-how including development of secure remote control, cloud-based data storage, battery technology, acoustics and composite materials. HullSkater also uses KONGSBERG’s global communications infrastructure and Kognifai cloud ecosystem, both of which contribute to its ability to abolish significant performance losses caused by fouling and negate the need for waste collection.

Kongsberg Maritime is responsible for the industrialisation and manufacturing of HullSkater, which will take place at a new facility located close to its Sensors & Robotics campus in Horten, Norway. HullSkater will be supported by extended performance and service level guarantees, with global technical support from Jotun and Kongsberg Maritime. u

Posidonia 2020 has been postponed until October as a result of the CoronavirusCovid-19 pandemic.

The organisers say the decision has been made with the need to safeguard the health and wellbeing of exhibitors and visitors while at the same time complying with WHO and Greek Government guidelines.

The event, one of the biggest in the shipping calendar, was due to take place from 1st to 5th June 2020 at the Athens Metropolitan Expo. It has now been rescheduled to the 26th to 30th October 2020 at the same venue, together with all related Posidonia sports events and conferences.

A spokesman for Posidonia 2020 said: “Given the uncertainty currently surrounding our original dates, the international character of Posidonia and the pressure our exhibitors and visitors are under in actioning now their travel and logistical arrangements as well as the

shipment of their exhibits, we concluded that we could not delay this decision any longer.

“We have taken this step in consultation with Posidonia’s Supporting Organisations who have confirmed their agreement and support for the October dates.

“We believe that taking action at this time was necessary for the benefit of our exhibitors, our visitors and the exhibition itself.”

Posidonia is organised under the auspices of the Ministry of Maritime Affairs & Insular Policy, the Union of Greek Shipowners and the Hellenic Chamber of Shipping and with the support of the Municipality of Piraeus and the Greek Shipping Co-operation Committee.

Further details of our October schedule will be announced in due course via the website. posidoniaposidonia-events.com u

ISSA and Ship Supply News

Crew members could be at risk as ships are being prevented from taking on supplies because of coronavirus, says ISSA

Seafarers could be the ones to suffer as ships find themselves unable to take on essential medical supplies and provisions as the extent of the Covid-19 (coronavirus) pandemic takes hold around the world, according to the International Shipsuppliers & Services Association (ISSA).

Ships cannot operate without the supplies and provisions they need but the decision by some ports to refuse certain vessels entry because of previous port calls at coronavirusaffected areas, has meant that some are left to sail off without taking on the vital supplies they may need.

This can mean that seafarers may be left without vital medicines and provisions as well as important spare parts.

ISSA, which looks after the interests of the world’s ship chandlers, is strongly supporting global measures to slow the spread of the coronavirus outbreak and said the industry should work together to protect those working ashore as well as at sea.

Saeed Al Malik, President of ISSA, said the association had already issued guidance to its 1,600 members

worldwide on how to keep safe when delivering supplies to vessels at port, but he acknowledged that the task facing suppliers was getting tougher because of the restrictions ports were placing on ships visiting their terminals.

“Ships need supplying and while it is important that our members adhere to the health advice and terms and conditions of the ports they are servicing, ship owners and port and terminal operators need to work closely with our sector to ensure their ships and crew are looked after effectively,” he said.

But ISSA members have already complained that in some instances they are being prevented from boarding certain ships and stopped from supplying essential masks, overalls and PPE safety equipment.

ISSA is a non-governmental organisation member of the International Maritime Organization (IMO) and has already raised concerns over the way some ship suppliers are denied access to ships in some ports of the world.

In an IMO submission last year, first of all to the FAL43 meeting in April and then to the Maritime Safety Committee meeting in June, ISSA told IMO member states that its members continue to experience unwarranted delay, obstruction and unfair charges when they try to enter ports to deliver stores to ships. u

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ISSA calls on IMO and WCO to give suppliers ‘special status’

ISSA has written to the heads of the International Maritime Organization and the World Customs Organization asking for ship suppliers around the world to be given essential worker status after complaints from some member companies that they are being prevented from supplying ships in some ports and even having supplies taken from their warehouses for use domestically.

Writing to Kitack Lim, Secretary-General of the International Maritime Organisation, ISSA President Saeed Al Malik acknowledged that the shipping industry was facing unprecedented pressures relating to the Coronavirus pandemic and that the situation was unlikely to ease until the global health problem comes under control.

Thanking the Secretary-General for his recent statement and video underlining the importance of ships and crew being allowed to sail and to be resupplied, Mr Al Malik stressed that the situation facing suppliers around the world was getting worse as the Coronavirus pandemic took hold.

“While ISSA members are mindful of the need to follow WHO and individual national health guidelines when delivering supplies to ships (this can include leaving the supplies on the quayside for the ship to load onboard itself), they are finding it difficult to secure the correctly signed documentation etc from the ship’s bridge because of the distancing rules. These are issues that can be sorted out at a local level, but as you have acknowledged yourself, port state control authorities must ensure that all steps are taken to enable the world’s ships continue to be supplied.

“ISSA would like to ask the IMO to request all Member States to classify ship supply and ship suppliers as essential services and essential workers so they can undertake their important tasks at

the world’s ports. If this request could be sent by the IMO to IMO Member States as soon as possible, I am sure this will go some way to rectifying the situation,” he said.

In a separate letter to Kunio Mikuriya, Secretary-General of the World Customs Organization, the ISSA President said suppliers were finding it difficult “to undertake their tasks in some ports around the world, especially when it comes to the smooth declaration of documentation across borders that are either closed to each other or are facing problems.

“ISSA would like to ask the WCO to request all its members to classify ship supply and ship suppliers as essential services and essential workers so they can undertake their important tasks at the world’s ports and to look at putting in place smooth and comprehensive arrangements relating to the declaration of documents,” he concluded. u

BAYPORT GLOBAL SUPPLIES, EXPERIENCE IS NOT INCOMPATIBLE WITH PROGRESS

4

0 years has passed since Bayport (Former Puerto y Bahia) began its journey in the Ship Supplies Market. During this period, the main activity has been supplying ships with Provisions and Technical Items to all Types of vessels.

Nevertheless, thanks to the specialization of its departments, it didn’t take long to grow in other market divisions. Since the current General Director Rafael Fernández took over the reins of Bayport more than 25 years ago, the main objective has been offering a complete service and expanding its services to all Spanish Ports

As a matter of fact, Bayport started this 2020 with very good news in regards to this expansion: On the one hand, moving the Headquarters to Cádiz Free Zone where the space, closeness to the port and the benefits of being inside this Free Zone will allow us to be even more efficient.

On the other hand, in the first quarter Bayport inaugurated two new Branch Offices, one in Gijón (Asturias) and other one in the fishing port of Ondárroa (Vizcaya, Vasque Country), with very good feelings. In addition, facilities in Las Palmas de Gran Canaria are ready to be moved to a new, bigger and modern warehouse as we have successfuly done in Barcelona last April.

But when we refer to progress and expansion, we don’t mean just geographic. The continuing need to offer different solutions to our clients has made it necessary to create much more specialized departments to guarantee the total satisfaction of those who trust us.

Bayport has created several Departments focused on meeting the requests of clients such as Logistics,

Cruise, Fishing, Armed Forces and Military equipment. Our existing Communication and Marketing or R+D+I, has been expanded as well, now with a major role in the integration of ICT’s and digital tools in Warehouse Managing and specialized software for stock management and our transport fleet.

The supplies to the Offshore Industry has also been one of the news in Bayport for this 2020. This sector has been developed from our Branch Office in Las Palmas de Gran Canaria. Thanks to its Strategic position between Africa, Europe and Latin America, the island has become a benchmark in the Wolrd’s Offshore market.

All these efforts around expansion, growth and innovation is only a tiny part of what Bayport is capable of, and at the same time is a sample of what is to come. It is not only what Bayport can do for its clients, but the efficiency and how quickly it is done, along with the satisfaction received from Clients and Crews.u

Market News

Damen Marine Components wins steering and rudder systems order

Damen Marine Components has won an order for three sets of steering and rudder systems for three dual-fuelled trailing suction hopper dredgers (TSHDs) currently being built at Keppel Offshore & Marine’s shipyard in Singapore for Van Oord.

The vessels will be 138-metres in length and have a hopper capacity of 10,500 m³. They will represent the very latest in sustainable, energy-efficient dredging and are due for delivery in 2021. The third will be handed over the following year.

Each vessel will have two Van der Velden COMMANDER piston-type steering systems and two Van der Velden MASTER Rudders with fish-tail design bulb. The COMMANDER piston-type guarantees reliability and high quality thanks to its in-house cylinder design and is available in a range of options with regard to rudder stock connections, rudder angles and cylinders. This makes the installation process efficient and reduces the amount of space required.

The MASTER Rudder offers high manoeuvrability and has a specifically designed, high performance, fish tail profile that can be optimised to suit a wide range of vessels. In addition, the absence of movable parts makes it ideal for vessels operating in shallow waters. The rudders for Van Oord’s TSHDs will have an area of approximately 14 m², be class approved by Bureau Veritas for speeds of up to 15 knots and generate a torque of 270 kNm.

With rudder angles of up to 65º, MASTER Rudders offer high lift and their fish tail design can be optimised to the purpose of the vessel. Each rudder will be executed with rudder bulb.

This improves the propeller wake field, thereby saving energy and reducing fuel consumption, and also increases thrust at higher loads.

The robust design and manufacturing ensures uninterrupted operation despite the harsh environment where it operates. The rudder profile has been optimised during model tests for best manoeuvring performance at low speed and shallow water- said Bogdan Mocanu, Area Sales Manager of DMC.

Damen Marine Components (DMC), which is a member of Damen Shipyards Group, designs and manufactures a range of premium systems that are vital for the propulsion, manoeuvring and performance of vessels engaged in all types of maritime activity. These include short sea, deep sea, offshore, ocean-going, inland waterways and naval vessels, and superyachts. Primary products are nozzles, winches, controls and steering and rudder systems. The last two categories are sold under the Van der Velden trademark. u

DuroWipers grows new market

Arecent order for six External DuroWipers Class 90 pantograph, will go to Excellift, a Malaysia-based lift/ crane/material handling company. The systems will be installed to two crane cabins for use on Oil Platforms, each requiring a wiper system for one front and two side windows.

“Up until now, we have been synonymous with equipping the RNLI’s Shannon Class lifeboats and the Royal Navy but ATEX certified DuroWipers is a new market for us,” said a company spokesperson. “It is real kudos that Excellift has sought out DuroWipers’ quality based on our reputation for both quality and sustainability coupled with a three year warranty.”

Durowipers is a British manufacturer of windscreen wipers for the marine industry. Its innovative, patented design lengthens the life of wipers and reduces maintenance costs. The popularity of its design and the size of orders are growing exponentially.

“We’re keen to grow this new market as our wiper systems coupled with ATEX certification offers a superior quality product for a safe working environment,” added the spokesperson.

ATEX is a European Union directive from the European Committee for Standardization, it’s a gold safety standard that covers: “Equipment and protective systems intended for use in potentially explosive atmospheres.”

Under the directive, if you are a supplier to the oil and gas or mining industries – or if you operate directly in them – you will be required to prove the equipment you supply is ATEX certified.

ATEX requirements covering the zones (Zone 0, 1 and 2 for Gas, and Zone 20 21 22 for dust). Category 2GD

Ex d IIB + H2, IIIC for classified zones 1, 2, 21 and 22 is in accordance with the ATEX directive 2014/34/EU.

DuroWipers are designed to operate in hazardous areas due to the presence of gas, vapour or dust. It is designed to work in all types of industrial machinery with a 24V and maximum operating current of 3A.

DuroWipers can work in an ambient temperature range from -30ºC + 60ºC allowing it to work in hot areas with aggressive ambient conditions. u

OneOcean’s live updates are delivered using its maritime regulation database, Regs4ships

OneOcean, which provides compliance and navigation services for the maritime industry, has announced that in a bid to help the industry during the Coronavirus epidemic, it will provide reports of cases by date and flag and a comprehensive list of new Coronavirus related regulations, using its extensive maritime regulation database Regs4ships.

The single webpage report can be accessed by anyone, not just OneOcean software subscribers, to aid and alert workforces across the shipping, cruise and wider maritime industries. A daily situation report and updates from international and flag organisations will be available.

Martin Taylor, OneOcean’s CEO, commented: “The maritime community is undoubtedly being disrupted by the

Coronavirus threat and many of the industry stakeholders are providing guidance and legislation around this very new and challenging area. I am sure that using our team of legislation experts to pull this all together in a free to view area will assist with coordinating our global reaction and management of what is a very difficult situation.“

The webpage, which is now live, can be accessed through the OneOcean website www.oneocean.com or by using the following URL: www.oneocean.com/coronavirus The up-to-date report will state a cumulation of accounts by date and flag state in which relevant vessels are registered and where available other pertinent information can also be viewed if available. u

Alfa Laval PureBallast 3 certified for installation on Chinese-flagged vessels

Alfa Laval PureBallast 3 has become one of the first non-Chinese ballast water treatment solutions to be type approved by the China Classification Society. With the Chinese type approval in hand, PureBallast 3 systems can now be installed on vessels that carry the Chinese flag.

The type approval certificate for PureBallast 3 was issued by the China Classification Society on 17th January 2020. For Chinese customers, it provides access to one of the global market’s most respected and successful ballast water treatment solutions.

“Alfa Laval has long had a strong position in the Chinese newbuilding market and has grown considerably in the retrofit market during the last 12 months,” said Peter Sahlén, Head of Alfa Laval PureBallast. “Now that PureBallast 3 has Chinese type approval, we can support all ship owners who build or sail under the Chinese flag. There are many who see the benefits

of a strong international partner in ballast water treatment –one with proven UV technology that can handle large ballast water flows, but also one with global service and support.”

For Alfa Laval, obtaining Chinese type approval is an important step that reflects the company’s lasting commitment to the Chinese market.

“Alfa Laval has had dedicated ballast water treatment resources in China since the signing of the IMO Ballast Water Management Convention,” said Mr Sahlén. “In fact, the majority of our dedicated service engineers are stationed in China, where they are well positioned to support Chinese and foreign customers with the commissioning and service of PureBallast systems. From shipbuilding to the delivery of goods worldwide, China is key to the marine industry. We look forward to deepening our cooperation with Chinese customers and will be proud to see PureBallast 3 systems sail under the Chinese flag.” u

MacGregor enhances customer support capability in the Americas

MacGregor, part of Cargotec, has announced that following the acquisitions of Rapp Marine and TTS in 2018 and 2019 respectively, customers in the Americas will benefit from extended coverage and capability to support all their service needs.

MacGregor now has over 80 service personnel in place supporting the full product range across the Merchant, Cruise, Offshore, Naval and Fishery & Research markets, based in six locations on the East and West coasts, the Gulf of Mexico and Brazil.

“Our plans in 2020 include establishing a regional hub that will manage spare part stocks, order handling and shipping, and the provision of technical support and product training. We have also established a 24/7 contact ‘One Number’” said John Carnall, Senior Vice President, Global Services Division, MacGregor.

MacGregor is a leader in intelligent maritime cargo and load handling with a strong portfolio of MacGregor, Hatlapa, NMF, Porsgrunn, Pusnes, Rapp, Triplex and TTS products, services and solutions, all designed to perform with the sea. u

ChartWorld now distributes C-Map Professional+ charts

ChartWorld International Ltd has signed a new distribution agreement with Navico Norway and has launched the distribution of Navico charts, also known as C-Map Professional+, as S-63 datasets.

The C-Map charts in S-63 format are supported by all of the ECDIS and by majority of ECS that allows distribution of the global coverage

of C-Map charts to a wide range of professional navigational systems.

The data can be provided as C-Map areas, covering local regions, larger C-Map zones and the Global Coverage in one dataset. The charts are updated every quarter by new chart editions and Notices to Mariners issued by the National Hydrographic Offices.

Global coverage of C-Map charts is also available for use in the web

environment and in online applications.

The ChartWorld web-shop https:// www.chartworld.com/shop/c_map is a unique platform allowing to purchase electronic navigational charts from the major chart producers, both governmental (ENC) and private (ChartWorld, Navico/CMap, Garmin/Navionics).

Further details of our October schedule will be announced in due course via the website. posidoniaposidonia-events.com u

Ballast water treatment manufacturer offers free disinfectant to Cyprus Government to help fight Covid-19

Ballast water treatment manufacturer Flow Water Technologies has offered to supply the Cyprus Government with disinfectant free of charge to help combat the national spread of Covid-19.

The Cyprus-based engineering company has ramped up its production of disinfectant compound sodium hypochlorite and is now capable of generating five cubic metres of high concentrate per day, the equivalent of 60 cubic metres of sanitiser.

“We have taken the joint decision to put aside our immediate commercial objectives and help assist with the national fight against Covid-19 infection escalation,” said Mark Hadfield, Chief Executive Officer (CEO), Flow Water Technologies.

“Cyprus imports chemicals but it will soon run out. As Flow Water Technologies BWMS solution holds a Cyprus

biocide licence for the emergency services the moral obligation was clear.”

Last year, Flow Water Technologies launched the FlowSafe DCD 2000 unit which produces a safe-to-use sodium hydrochlorus solution that can be installed within a matter of hours onboard vessels ranging from private yachts, tankers, container ships to cruise liners.

“FlowSafe DCD 2000 ensures endless amounts of cleaning and disinfection control to clean and sanitise all the drinking water units along with endless amounts of liquid to clean the whole crew quarters of the vessel including the galley,” said Mr Hadfield.

FlowSafe DCD 2000 is part of Flow Water’s ongoing corporate mission to engineer equipment that helps in the reduction of plastics on-board vessels while ensuring the wellbeing of crew. u

Play

Tough timepiece

Prestigious mechanical engineering with a high-tech twist. That’s the Victorinox Swiss Army Carbon Mechanical Watch.

Edgy, yet lightweight carbon composite offers the ultimate in strength and durability, even when pushed to extremes. SuperLuminova hands and indexes give great readability, and the scratch-resistant sapphire crystal means you can focus on the bigger picture.

The watch, powered by a Swiss-made automatic movement with a 38-hour power reserve, is finished with a black rubber strap and comes with an exclusive Spartan PS knife with sleek matte black handles.

Victorinox Swiss Army Carbon Mechanical Watch

£925 victorinox.com

Head turner

This transparent turntable is sure to turn many heads as well as records. As well as Bluetooth connectivity, the turntable contains Gearbox’s own state-of-theart track recognition software which allows you to instantly add whatever you play on the turntable to a Spotify playlist via the Gearbox Automatic app.

The Gearbox Automatic design also boasts a precision belt drive, solid glass platter, a pre-mounted Ortofon OM10 cartridge and a low-noise, low-vibration synchronous motor with built-in electronic speed control.

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Deacon Blue

It’s hard to believe it has been 33 years since Scottish pop rock band Deacon Blue burst onto the music scene with their brilliant album, Raintown.

The multi-million selling group, who have given us such hits as Dignity, Chocolate Girl and Real Gone Kid, have brought out this new album which sees them deliver 11 brilliant new tracks tethered by a singular belief - that even in the corners of a town or a life where no light falls, hope can prevail.

Supported by a ‘Cities of Love’ huge tour, the band will be visiting a number of UK cities towards the end of the year.

City of Love

earMUSIC

Adam Lambert

Best known for winning American Idol, this now international super star has gone on to have a fully-fledged solo career, and more recently toured the world with rock legends Queen.

In addition to his musical achievements, he became the first openly gay artist to chart with a number one album in both the US and Canada.

Velvet is Adam Lambert’s ode to 1970s, guitar driven rock and funk music done with a modern twist.

Velvet

More Is More, LLC / EMPIRE

After Hours Anniversary exhibition

The Guggenheim Museum Bilbao presents this exhibition on the centenary anniversary of the birth of Latin American artist Lygia Clark.

A pioneer in abstraction, Brazilian-born Clark was a major artist of the second half of the 20th century and this exhibition looks at her crucial formative years from 1948 to 1958 when she was experimenting between figuration and abstraction.

It is split into three sections – The Early Years: 1948-1952; Geometric Abstraction: 1953-1956; and Variation of Form: Modulating Space, 1957-1958.

Lygia Clark: Painting as an Experimental Field, 1948-1958 Showing now until 24th May, 2020 www.guggenheim-bilbao.eus

Lygia Clark Composition (Composição), 1951, Oil on canvas, 105 x 81 cm, Colección Patricia Phelps de Cisneros, © Courtesy of “The World of Lygia Clark” Cultural Association, X.2017.17

Daniel Humm

Daniel Humm, the chef behind the three-Michelin starred New York restaurant Eleven Madison Park, has returned to his roots to open Davies and Brook in London’s legendary Claridge’s Hotel.

It was at Claridge’s that Daniel first worked in a kitchen, aged 15, and the menu of this new restaurant reflects London’s current eclectic cultural scene with signature dishes such as duck glazed with honey and lavender, and poached halibut with shitake mushrooms and garlic. It also boasts a stunning bar area serving cocktails and small plates, or you can take your drinks out on the terrace. daviesandbrook.co.uk

Race against time

Thirty years ago, a child was found in the New Jersey backwoods. He had been living a feral existence, with no memory of how he got there or even who he is. Everyone just calls him Wilde. Now a former soldier and security expert, he lives off grid, shunned by the community –until they need him.

A child has gone missing. With her family suspecting she’s just playing a disappearing game, nobody seems concerned except for criminal attorney Hester Crimstein. She contacts Wilde, asking him to use his unique skills to find the girl.

But even he can find no trace of her. One day passes, then a second, then a third. On the fourth, a human finger shows up in the mail. And now Wilde knows this is no game. It’s a race against time to save the girl’s life – and expose the town’s dark trove of secrets…

This is the new thriller from bestselling author and creator of hit Netflix drama The Stranger. The Boy from the Woods

Harlan Coben

£20

Century