TANKEROperator

JUNE 2008 www.tankeroperator.com

Features:
z Greeks command respect
z Posidonia- biggest ever
z Innovative product tanker
z Special survey for special VLCC
z Emissions - hot air?
z Salvage concerns expressed
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 TANKEROperator
Vol 7 No 7
Contents
Tanker Operator
Magazine Ltd
213 Marsh Wall
04 Markets
Supply or demand?
London E14 9FJ, UK
www.tankeroperator.com

PUBLISHER/EVENTS/
05 News
Industry news
SUBSCRIPTIONS
Karl Jeffery
Tel: +44 (0)20 7510 4935
jeffery@thedigitalship.com

EDITOR
Ian Cochran
Tel: +44 (0)20 7510 4933
cochran@tankeroperator.com

ADVERTISING SALES
David Jeffries
Only Media Ltd
Tel: +44 (0)20 8674 9444
djeffries@onlymedia.co.uk
37 Technology
37 Ship description
Innovative product tanker
PRODUCTION
Vivian Chee
delivered
Tel: +44 (0)20 8995 5540 Marinvest profile
chee@btconnect.com 13 Greek Shipping Review
„ A changing profile
Brodosplit faces uncertain
future
SUBSCRIPTION „ Continuous improvement
6 months (4 issues) 50 Shiprepair & Maintenance
„ Looking to the future
$142 /Eur110 /£75 VLCC goes through survey
1 year (8 issues) „ Directory
UMC expands empire
$237/Eur185 /£125 „ Posidonia Preview
2 years (16 issues) 59 Emissions
$398/Eur310 /£210 Intertanko's view
Subscription hotline:
Tel: +44 (0)20 7510 4935
ICS view
Fax: +44 (0)20 7510 2344 62 Emergency Response
Email: ISU sets its stall out
jeffery@thedigitalship.com
Printed by FISCHER Poligrafia Front cover photo
ul. Dabrówki 10 Neda Maritime's VLCC
40-081 Katowice Arosa recently went through
Poland her third special survey. Her
claim to fame is that she
was the world's first double
hull VLCC when delivered
in 1993 (see page 50). Photo credit -
Neda Maritime/LR.

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June 2008 z TANKEROperator 01

COMMENT
Greeks in for the Marathon haul
We called our Greek Shipping Review - 'The Winds
of Change'. This particular wind has been building
up for a few years and has almost reached
hurricane proportions.
Although Greek shipping entrepreneurs were around well before the
Second World War, it was not until the likes of Niarchos and Onassis
got hold of surplus US 'Liberty' ships and 'T2' type tankers given to the
Greeks as War reparations in the late 1940s and early 1950s, did we see
Greek shipping really take off.
Niarchos and Onassis vied with each other to build ever larger
tankers in the mid 1950s, when a 47,000 dwt vessel was considered to
be the largest in the world. Of course, these were soon surpassed by
Ludwig's 85,000 dwt 'monsters' and again by the Japanese who
introduced the first VLCC - 'Idemitsu Maru' in 1966.
By the 1970s, everybody in the tanker business was into ULCCs and
there was even a million tonne deadweight design on the drawing
board. Then along came the shipping recession and the Iraq/Iran war.
Many tankers found solace in Norwegian fjords and several were
sold for scrap only being around 10 years of age. There were even
unconfirmed rumours of tankers leaving a newbuilding yard and sailing
directly into the scrapyard.
What the dark 1970s and 1980s achieved was to weed out some of
the weaker owners and operators with large fleets, such as Colocotronis
and later Adriatic Tankers. However, most of the independents
soldiered on and managed to survive, but in the process gained a
certain reputation for cutting corners, thus saving money.
In the meantime, some of the leading Greeks, such as Livanos,
Niarchos, Onassis and others have since passed away, but their empires
remained and are still active to this day.
The original entrepreneurs were joined by several retiring sea
captains, who managed to negotiate loans from banks to buy a bulk
carrier and/or tanker and so start the next generation, or Greek shipping
dynasty - Nikos Vafias being an example.
Vafias started Brave Maritime in the mid 1980s with just one bulk
carrier and today the group manages bulk carriers, tankers and gas
carriers under the Brave Maritime, Stealth Maritime and StealthGas
banners. There are many more.
Today, these 1980s-1990s Greek entrepreneurs are in their late 60s
and 70s and by and large are still going strong. However, unlike their
predecessors whose offspring opted for the jet setting lifestyle, the
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newer breed sent their children to business schools, universities and
academies.
If they were destined to follow in father's footsteps, they were often
seconded to overseas broking houses and shipping companies to learn
the business at the sharp end, once they had completed their education.
Now in their late 20s and 30s, these highly educated younger shipping
executives have bought new ideas to the table. They have embraced the
world of stock exchange listings, futures markets without losing the
Greek mantra - 'buy when the market is low-and sell when it is high'.
Today, senior Greeks hold leading positions in most of the worldwide
major shipping organisations and they have totally embraced the quality
and safety regime that has been building up at international level since
the Erika and Prestige sinkings. Greece is now a member of the EU, so
its shipping fraternity has had to adhere to a new set of rules and
regulations.
They also control the world's largest percentage of shipping, either
directly or indirectly, not necessarily from Greece, but also from the UK
and the US, although due to current tax and economic reasons, we could
see Greeks returning to their homeland.
For many years, when visiting Greek shipowners, one only had to
walk the length of Akti Miaouli along the Piraeus waterfront to see the
majority of Greek shipping concerns. However, today they are spread
out all over Athens and its surrounds and many are housed in swish new
offices in the suburbs.
Since about 2002, shipping has proved to be a lucrative industry in
which to be involved and, at the time of writing, with large bulkers
fetching $200,000 per day and tankers $150,000 per pay plus, the
Greeks do not appear to have stopped their massive ordering spree.
As of February this year, the Greek controlled fleet stood at nearly
4,200 vessels of 261 mill dwt. A further 1,050 vessels of 86 mill dwt
were under construction, or on order (see page 14). The age of the fleet
has become progressively younger and with almost 25% of the current
fleet on order, this progression is set to continue.
There are obviously a few blips on the horizon, such as the banking
crisis, high orderbook and perhaps an over reliance on the future of the
BRIC countries (Brazil, Russia, India and China). But the Greeks have
seen all this before and in the main survived to come back even stronger
than ever.
This year's Posidonia event will give the world an idea of where the
shipping barometer sits today - almost full? TO
Free trial copies of the printed version are also
available from the website. These are limited to
tanker company executives and are distributed at
the publisher's discretion.
TANKEROperator z June 2008
INDUSTRY - MARKETS
Supply driving demand
t any given time there are a
A
considerable number of factors
impacting the market behaviour
pattern. Most can be attributed to
either the supply or demand side of the
equation.
Historically, tanker supply and demand
interaction has shown a high correlation to the
freight rates in the clean and dirty sectors.
Therefore, using historical trends as a
guideline, we can identify certain market
elements that, conspired together, effect
today's marketplace, said leading US
consultancy McQuilling.
Currently, crude and dirty product spot
earnings are unusually high for this time of
year - that is the second quarter. When
assessing the market, McQuilling formed the
opinion that this was down to the supply side
of the equation, rather than the demand side.
Even though instincts will dictate that the
reason for market spikes lies in increased
demand, this may not be always the case. In
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04
Tanker market behaviour is
an interaction between
supply and demand
fundamentals.
fact, McQuilling said that it believed that oil
demand may be down by 500,000 barrels per
day from the consultant's January
expectations.
Bunker costs
Conspiring together, multiple supply factors
have placed the supply side in deficit
compared with the demand figures. Recent
high oil prices have caused the cost of bunkers
to increase. For example, the April average
bunker prices were as high as $528 per tonne,
prompting slower steaming whenever possible
to reduce fuel consumption.
McQuilling's deployment models show that
one knot of speed reduction in the VLCC fleet
a r e w i t h i n
absorbs between 10 and 20 vessels in the
supply side. Therefore, at the present time, the
consultant believed that the fleet slowdown
was one of the factors contributing to the
recent tightness in tonnage supply, which put
upward pressure on rates.
Furthermore, reported increased delays in
vessel loading and discharging activities also
absorbed additional tonnage. The model
showed that one incremental delay across the
fleet resulted in the removal of tonnage supply
equivalent to 10 VLCCs, 11 Suezmaxes, 23
Aframaxes and seven Panamaxes.
Delays caused by insufficient storage space
on shore, port and terminal strikes, or cargo
timing issues, plus other reasons, all add up to
be another element constraining tanker supply.
Another factor is the record number of
conversion projects which are expected to be
firmed up this year. McQuilling estimated that
by the middle of May, 15 VLCCs had left the
fleet for various conversion projects since the
beginning of the year, while another three
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INDUSTRY - MARKETS
were sold for scrap. The number of vessels
leaving a sector obviously puts constraints on
supply and as a result put upward pressure
on rates.
Storage
The Iranians have also been using large
tankers for crude oil storage in the Persian
Gulf. Again, McQuilling estimated that around
15 vessels of between one million and two
million barrel capacity will be used for storage
purposes with as much as 25 mill barrels on
board. This also reduces supply in the short
06
term, much the same as port delays as these
were trading vessels.
The Hebei Spirit incident also impacted the
market as the deployment of single hull tanker
became more difficult overnight. In addition
to certain charterers that will not touch single
hull vessels, others will opt for double hulls if
the rates are favourable.
Coupled with trading restrictions, the
deployment of VLCCs is increasingly
inefficient, McQuilling said. As in general a
more compartmentalised trading scheme is
less efficient and requires more tonnage to
NITC has taken several
VLCCs out of the market
for storage purposes.
accomplish than the case where every tanker
can trade to every port required. This also
adds to tonnage constraints.
While it is recognised that tonnage demand
plays a major role in the rate behaviour pattern,
McQuilling said that it didn't think that demand
was driving the present market levels. The
consultant said that the various factors listed on
the supply side were conspiring together to
cause a significant reduction in the availability
of tonnage in the world's loading regions. They
were the reasons for the historically high rates
seen recently. „
TANKEROperator z June 2008

Concordia concludes P-MAX
timecharter contracts
Concordia Maritime recently
signed timecharter contracts for
three P-MAX newbuildings.
The three year timecharter agreement was
with ST Shipping and Transport, a subsidiary
of Glencore and will kick in once the vessels
are delivered from Brodosplit shipyard.
In total, Concordia´s P-MAX fleet will
consist of 10 vessels, of which six have been
delivered and the four remaining will be
handed over in 2009 and 2010.
With the conclusion of the latest three
contracts the entire fleet will be committed to
timecharter contracts. ST Shipping and
Transport is the shipping arm of Glencore, one
of the world´s largest oil and other commodity
traders.
"We are very pleased to have concluded this
transaction with ST Shipping and Transport.
They have a large shipping operation and we
view them as being an innovative and solid
provider of oil transportation - a good and
interesting customer for long term business"
said Concordia Maritime president Hans
Norén.
"Since the sale of the V-MAX vessels in
2004, we have had a solid and strong financial
The Stena P-MAX Stena Primorsk seen leaving Stockholm following her naming
ceremony in 2006.
June 2008 z TANKEROperator
INDUSTRY - NEWS
position, which is further strengthened by this
transaction. The purpose of securing the
vessels in our new building programme on
long term charters is twofold. Steady and solid
cash flows of course but it also helps us in our
efforts to develop a deeper customer
relationship, such as with ST Shipping.
Another example is the oil- and energy major
TOTAL which has four of our P-MAX on
long term contracts" said financial manager
Göran Hermansson.
"These contracts mean that Concordia
Maritime will have yet more stability and
ability.
Stability in terms of a really good solid
financial base with steady cash flows and a
strong balance sheet and ability to react and
act swiftly when it comes to business
opportunities and the further growth and
development of the company. This is
particularly relevant for the next couple of
years when we believe the market will be
weak", concluded Norén.
The company said that the latest transaction
would not affect the 2008 results, as out of the
three vessels, one will be delivered in 2009
and the other two in 2010. „
07
INDUSTRY - NEWS
Frontline reveals all
Reflecting a stronger spot market
Frontline has announced that net
income for the 1Q08 was $221
mill, equivalent to earnings per
share of $2.95.
Operating income for the quarter was $235.4
mill including a gain on sale of assets of $15.5
mill. This gain included $17.1 mill relating to
the termination of the lease for the Front Maple.
The average daily time charter equivalents
(TCEs) earned in the spot and period market
in the first quarter by the company's VLCCs,
Suezmax tankers and Suezmax OBO carriers
were $82,400, $51,600 and $43,200 per day
respectively, compared with $45,700, $33,100
and $42,400 per day respectively in the fourth
quarter of 2007.
These results also showed a continued
differential in earnings between single and
double hull tonnage. For example, the spot
earnings for the double hull VLCCs and
Suezmaxes were $104,700 and $53,700 per
day in the first quarter, compared to $43,600
and $37,500 per day in 4Q07.
A profit share expense of $33.7 mill was
recorded in the first quarter as a result of the
profit sharing agreement with Ship Finance
International compared to $16.1 mill in the
fourth quarter. No profit share expenses were
recorded in the first quarter of 2007 since Ship
Finance was consolidated in that quarter.
Charterhire expenses increased by $19.5
mill in the first quarter compared with the
4Q07 mainly as a consequence of chartering
in six vessels from Nordic American Tankers
under a floating rate timecharter agreement.
These six vessels are also included in the
results on a timecharter basis with $19.8 mill
on about 450 trading days.
Interest income was $10.9 mill in the first
quarter, of which $7.5 mill related to restricted
deposits held by subsidiaries reported in
Independent Tankers Corp (ITCL). Interest
expense, net of capitalised interest, was $47.9
mill in the first quarter of which $13.6 mill
relates to ITCL.
Other financial items in the first quarter include
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08
an $18 mill gain on the spin-off of 17.53% of the
company's shareholding in ITCL and a $3.5 mill
gain on the forward contract to purchase shares in
Overseas Shipholding Group (OSG).
As of 31st March, 2008, Frontline had total
cash and cash equivalents of $766.9 mill,
which included $638.2 mill of restricted cash.
Restricted cash included $414.6 mill relating
to deposits in ITCL and $223.6 mill in
Frontline Shipping and Frontline Shipping II,
which were restricted under the charter
agreements with Ship Finance.
As of May 2008, the company had average
total cash cost breakeven rates on a TCE basis
for VLCCs and Suezmaxes of approximately
$31,500 and $23,500 per day respectively.
Fleet development
In line with the strategy to reduce exposure to
single hull tonnage, in the 1Q08 Frontline
agreed with Ship Finance to terminate the long
term charterparty between the companies for
the single hull VLCC Front Sabang. Ship
Finance simultaneously leased the vessel to an
unrelated party. Frontline has received a
compensation payment of approximately $24.6
mill in the second quarter of 2008 for the early
termination of the charterparty, which will be
reported in the second quarter results.
The single hull Suezmax Front Maple was
sold in January 2008 by Ship Finance and the
charter with Frontline terminated. Frontline
gained around $17.1 mill related to the
termination of the charter.
The vessels Front Granite and Front Marble
were delivered to Dockwise for conversion in
February and March 2008, respectively. The third
heavy lift vessel, Front Comor, converted by
COSCO, was redelivered to Dockwise in May.
In April, Frontline entered into a contract
with Zhoushan Jinhaiwan Shipyard (Jinhaiwan)
in China for the delivery of four 320,000 dwt
VLCC newbuildings at a contract price of $135
mill each and with attractive payment terms.
The vessels are expected to be delivered in the
second half of 2011. Frontline also announced
that it had declared options for a further two
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safe ships
similar VLCC newbuildings at a fixed price for
delivery in the first half of 2012.
Other Matters
In February, Frontline spun off 17.53% of its
holding in ITCL to Frontline shareholders,
recording a gain of $18 mill in the first quarter
as a result.
The same month, Frontline agreed to invest
$20 mill in NAVIG8 LIMITED (Navig8)
against the issue of new share capital
representing a 15.8% stake in the company.
Navig8 controls about 30 tankers representing
approximately 1.4 mill dwt, including
newbuildings on order. Navig8 actively trades a
timecharter fleet, owns and invests in tonnage,
commercially and technically manages vessels
for third parties and trades in the freight-
derivatives market. The investment should be
considered as purely financial, but at the same
time gave Frontline a foothold in the clean
petroleum product market.
In March, it was announced that Frontline
and companies indirectly controlled by
chairman and principal shareholder John
Fredriksen, together held an aggregate of
1,628,300 shares in OSG, or 5.3% of the total
outstanding shares. In addition, Frontline also
entered into a forward contract for another
1,366,600 OSG shares, or an additional 4.4%
of the total outstanding shares.
On 20th May the company filed a Schedule
13 D with the US Securities and Exchange
Commission reporting that companies
indirectly controlled by Fredriksen had
reduced their holding in OSG to 244,900
shares and that they together held an
aggregate of 1,794,900 shares in OSG,
corresponding to 5.2% ownership.
In April, Frontline Management ceo Bjørn
Sjaastad, informed the board of his
resignation and he left the Company in the
following month. The board has since started
the recruitment process in order to find a new
ceo for Frontline Management and expects
that conclusion will be made at the end
of August. „
Your answer to
a low freightrate
environment and
stand down
periods
commercial success
TANKEROperator z June 2008
 INDUSTRY - NEWS

Hellespont strengthens management

team in Germany and Greece
Hellespont has strengthened its
management team by promoting
Spyros Vlassopoulos to director
responsible for chartering and
sale & purchase.
Formerly managing director of Hellespont
Hammonia, Vlassopoulos will now be located
at Hellespont's Piraeus-based chartering
division.
Taking over as managing director of the
Hamburg-based fleet and safety division is
Captain Matthias Imrecke
Captain Imrecke has long experience in
shipping both at sea and ashore with a number
of managerial positions held in Germany,
Switzerland, Greece, Malta and the UAE.
Christian von Oldershausen, group ceo,
said, "Spyros has done a great job building up
our management here in Hamburg. Now that
we have grown to 14 tankers in operation,
with a further 15 to come, we need to beef up Captain Matthias Imrecke
our commercial management in Greece.
Spyros will do that, while Matthias will bring further 15 vessels under construction - the
solid management experience in to meet the Hellespont Credo, a 13,000 dwt IMO
constantly increasing challenge of taking chemical tanker to be delivered at the end of
delivery of and running our modern fleet." May, six platform supply vessels and eight
Today, Hellespont operates 14 new crude, 17,000 dwt chemical carriers with delivery
LR product and chemical tankers and has a dates through 2010. „

Braemar business divisions rebranded

Braemar Shipping Services has
renamed three companies within
its group.
The service company said that this move was
meant to create greater awareness of the
breadth of its maritime services.
The following concerns were rebranded:
„ Environmental division - DV Howells -
became Braemar Howells.
„ Specialist loss adjusting arm Steege
Kingston is now known as Braemar Steege.
„ Falconer Bryan, the group's technical
survey and marine consultancy services
business, changed to Braemar Falconer.
Quentin Soanes, executive director of
Braemar Shipping Services, said: "….(the)
rebranding will further demonstrate the
breadth of the Braemar Shipping Services
Group. It's an important harmonisation, which
highlights the range of services our companies
are able to supply to the maritime industry."
Nigel Carpenter, ceo of Braemar's newest
acquisition, which becomes Braemar Steege,
said: "For us this new name places us clearly
within the Braemar group of companies,
enabling us to benefit from the associations
and resources available within it while still
maintaining our own individuality."
Simon Rickaby, managing director of Braemar
Howells said: "Braemar Shipping Services is an
around the clock around the globe leading
maritime services group of which Braemar
Howells with 60 years counter pollution
experience proudly contributes its own unique
specialities as a class leader while remaining a
client's natural choice of solution provider."
John Falconer, executive director of Braemar
Falconer welcomed the change mentioning:
"We are the preferred survey service providers
in the Far East for the marine and offshore
industry. This change of name consolidates our
position within the Braemar group of
companies and gives us the strength to expand
in other areas of the world."
The name changes have already become
effective while further rebranding of websites
and corporate literature is scheduled to take
place over the coming months. „

June 2008 z TANKEROperator 09

INDUSTRY - NEWS
All change at Wilhelmsen
Tor Øiseth, president of
Wilhelmsen Ships Equipment, has
been appointed president of
Wilhelmsen Marine Engineering,
succeeding Lars Marcusson.
In turn, Peter Stockley, managing director of
Wilhelmsen Marine Systems, has been
appointed president of Wilhelmsen Ships
Equipment, succeeding Øiseth.
Wilhelmsen Marine Engineering was
formed following Wilhelmsen Maritime
Services' recent acquisition of the Callenberg
Group.
"Tor Øiseth and Peter Stockley have solid
experience and track records within this part
of the industry and have been working closely
together for years.
"Their combined experience gives us a very
good opportunity to create synergies between
the two business areas. The market is
Securewest appoints vice president
Leading global maritime security
services provider, Securewest
International, has appointed
Stuart Flynn to the post of vice
president business development.
Managing departments in the UK, US and
Singapore, Flynn will be responsible for
identifying new markets, as well as
introducing and developing bespoke solutions
and services to existing clients.
He replaces former vice president Paul
Singer who left Securewest at the end of April
to take up a new position in the technology
solutions sector.
"These are exciting times for Securewest
Weather Routeing by the professionals
Tel: 01344 411116 Email: ops@metworksltd.com
10
booming, capacity is stretched and order
books are increasing by the day," said Dag
Schjerven, president and ceo of Wilhelmsen
Maritime Services.
Marcusson has headed the Callenberg
Group for the last 12 years and expressed a
wish to step down, but continue as a member
of the Wilhelmsen Marine Engineering
management team, focusing on business
development.
Wilhelmsen Marine Engineering and
Wilhelmsen Ships Equipment supply systems
and turnkey solutions to the newbuilding,
retrofit and offshore markets.
Wilhelmsen Maritime Services is a wholly-
owned subsidiary of Wilh Wilhelmsen and
operates through four business areas -
Wilhelmsen Ships Service, Wilhelmsen Ship
Management, Wilhelmsen Ships Equipment,
and Wilhelmsen Marine Engineering. „ Marine, said: "The roll-out of bulk supply
International," explained Flynn. "The
company is now monitoring over 16 mill
tonnes of shipping for clients worldwide, and
in many respects I will be the 'face' of the
business as regards its existing international
clients and potential new customers."
The appointment comes on the back of the
opening of new international offices and a
growing portfolio of services, including new,
flexible security training delivery options.
Flynn comes to Securewest with 21 years
experience, specialising in security, IT and
telecommunication applications within the
governmental and private sectors, both
nationally and internationally. „ by approximately 10%," said Chan.
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Castrol extends
global port coverage
Castrol Marine has added 80
ports to its global supply network
worldwide and upgraded delivery
capacity at a number of others.
The marine lubricant supplier has expanded its
service in 26 countries across Asia, Europe
and in the Americas, with immediate effect.
Highlights included the launch of barge
deliveries at three ports along China's lower
Yangtze River - Nanjing, Jiangyin, and Taicang.
Until now, vessels had to rely on marine
lubricant deliveries by drum. As well as cost
savings and loading and efficiency benefits,
bulk supply improves overall safety levels
with less storage of drums required on board
vessels. Six other Chinese ports have also
been added to the supply network.
Albert Chan, global offer director, Castrol
along the Yangtze underlines our ongoing
commitment to China. It means Castrol
Marine customers can now benefit from
speedier and more cost-effective lubricant
product deliveries."
The service upgrade continued a series of
improvements by Castrol Marine at various
Chinese ports in recent years, including
Shanghai, the world's largest port, in response
to the country's expanded role in international
maritime trade.
Elsewhere, barge supply has been
introduced at nine locations in Japan, while in
Europe, Castrol Marine has added 10 new
ports to its UK network, and nearly 20 new
ports across Scandinavia.
"At a time when many others are reducing
the number of ports they supply, Castrol
Marine has expanded its global port coverage
„
TANKEROperator z June 2008

ISS expands shipping services
worldwide
Inchcape Shipping Services (ISS)
has opened up in Nigeria offering
full agency services.
As from 15th May, the new offices, located in
Lagos and Port Harcourt, are managed by
Captain Reidar Roed, formerly ISS general
manager in Saudi Arabia.
ISS ceo Claus Hyldager said: "Nigeria is
home to Africa's largest population - around
120 mill - as well as being the world's sixth
biggest oil exporter. The economy is buoyant
and we see good potential for our core port
agency business and for several of our other
activities as well.
"The IMF has influence in the country
now," added Hyldager, "and as a result, the
economy is being further opened up to
encourage foreign investment."
The new company is a joint venture
between ISS and Union Maritime, a UK-
registered shipowner with a well established
operating base in Nigeria.
Allan Vermaak, ISS' regional director,
Africa said: "By joining forces with Union
Maritime we benefit from their 20 years
experience of operating in Nigeria and from
their strong relationships with both local
authorities and with local customers.
"ISS will share waterfront office space
with Union Maritime in Apapa/Lagos and
we have taken on some of their key
personnel who are now undergoing further
training to ensure we service our
customers to our global quality standards,"
Vermaak continued.
ISS Nigeria will service all ports and
terminals across the country through a
head office in Lagos and a branch office in
Port Harcourt. The company has been
launched with an initial staff of 17 in Lagos
and 10 in Port Harcourt. The senior
management positions have been filled by
experienced expatriates and to reflect the
strong focus on service delivery the
business is headed up by Roed, a
Norwegian master mariner.
"For our charterer principals we have
focused on establishing clearly defined
operational, communication and financial
processes in line with our global ISO 9002
accreditation and quality management
system," said Vermaak. "Our Nigerian
operations will be audited as a priority so they
quickly become part of this global
accreditation."
Captain Roed added: "In a location such
June 2008 z TANKEROperator
INDUSTRY - NEWS
as Nigeria one of our key functions as an
agent is to ensure timely and accurate
updates to our principals. Nigeria remains
one of the few locations where the principal
relies absolutely on the agent for accurate
reliable information and ISS, through its
structured approach to the communication
process, is well placed to introduce a new
standard to the Nigerian market.
"For owners' matters ISS Nigeria is
providing full custody control for both crew
and spares movement within the country," he
continued. "From a crew perspective all land-
based transfers will be using ISS' own
vehicles and staff, and for transfer offshore
this will be carried out via ISS' own launch
from our private jetty in Apapa.
"Similarly for spare parts deliveries, we
have established an in-house clearance and
delivery team with bonded warehousing in
Tin Can Port and additional secure
warehousing in an ISS marshalling yard next
to our jetty in Apapa from where we will
transfer spares offshore using the ISS
launch," said Roed.
Another area in the latest succession of
new office launches is the fast developing
market of Mexico.
ISS regional managing director for
North and Central America, Lars
Westerberg, commented: "We see Mexico as
a country with great potential and vast
opportunities, which is of strategic
importance to our region.
"We have started up a greenfield operation
with Octavio Armas as our country manager
based in Mexico City. Octavio brings with
him a strong track record of experience within
the maritime industry in Mexico and will be
responsible for establishing ISS offices in the
country's principal ports."
Elsewhere, effective 1st June, ISS has
joined with leading New Zealand agency,
McKay Shipping, to form ISS-McKay.
The announcement follows hard on the
heels of the ISS acquisition a couple of
months ago of Adsteam Agencies Tauranga
(AATL) and Ports and Shipping Services
(PASS).
"We have pooled our businesses and ISS-
McKay will perform all the operations of ISS
in New Zealand as well as all the vessel
operations of McKay Shipping, including
tankers, and its associated companies,"
explained ISS regional managing director for
Australasia, Royce Brain. „
11

The winds of change
A huge orderbook, younger executives and an eye for a business deal help
to keep the Greeks in the forefront of world shipping.
t the beginning of this year, Greek
A controlled companies accounted
for 21% of the world's tanker
tonnage, including the number of
vessels under construction, or on order.
In the growing chemical and product carrier
sector, the percentage controlled by Greek
managers and operators grew to 14%.
Although difficult to quantify as the total
changes almost daily, at the beginning of
2008, Greeks were believed to control around
1,270 tankers, of which 400 were
newbuildings (see facts and figures section).
During the past decade, the image of the
Greek fleet has been drastically overhauled,
whereas before it consisted of many elderly
vessels, today the average age of the fleet is
below 10 years.
This has been due to the phenomenal
newbuilding contracting and younger tonnage
acquired on the sale & purchase market. We
are also seeing a step change in the typical
Greek entrepreneur. Gone are the days of the
sea captain coming ashore, getting a bank loan
and buying a secondhand ship. Nowadays, the
senior executive is more likely to be a young
Harvard, or similar, business school educated
person, who would probably have had some
experience in a worldwide broking house, or
June 2008 z TANKEROperator
INDUSTRY - GREEK SHIPPING REVIEW
shipowner's commercial department in which restrictive regulations. However, a meeting
to hone his or her skills.
On the back of several years of a boom
market, new players have emerged in virtually
all sectors, even the LNGC market. Several
have floated in the US and the UK and they
was due to be held involving all interested
parties on 26th May to try to resolve the
problem.
Most of the Greek public shipping
companies are listed on the New York Stock
all have readily embraced the IMO and EU Exchange or NASDAQ with just a handful
rules and regulations, together with OCIMF's joining London's Alternative Investment
TMSA, without so much as a whimper, unlike Market (AIM). However, all is not rosy across
in the old days.
There has always been a certain amount of
respect for a Greek shipowner, going back to
the Niarchos and Onassis days and this has
grown today as several of the key jobs in
shipping - IMO secretary general, chairman of
the International Chamber of
Shipping/International Shipping Federation,
Intertanko, Bimco and Intercargo chairmen-
are held by Greek nationals, as is the senior
shipping position within the Royal Bank of
Scotland, to name but a few.
In recent times, several owners have
embraced both codes, either by adding dry
hulls to wet or the other way around in the
wake of the burgeoning drybulk markets.
However, not all roads to Athens are paved
with gold. The Greek government is acutely
aware of not having an active shipping Spyros Polemis, chairman of the
element in the local stock exchange, due to International Chamber of Shipping and the
International Shipping Federation
13
INDUSTRY - GREEK SHIPPING REVIEW

the pond and a few prospective IPOs have
been pulled.
In addition, the UK Government looked to
have alienated foreign shipping concerns as in
April, it was announced that overseas people
living in the UK and considered as non-
domicile for tax purposes -non-doms - will
lose their exemption status.
UK Finance Minister Alistair Darling has
since announced a working group to advise
the government on 'long-term challenges' to
the UK tax system. Multinational companies
have been invited to join the group, but it is
unclear if shipping interests will be
represented.
Baltic chairman Michael Drayton has held
talks with the UK Chamber of Shipping and
they had agreed that their common goal was
to make sure that someone with authority and
with a broad view on all the cluster's shipping
interests sits on the Treasury working group.
Recent known high-profile Greek
defections from the UK have included some
of the Goulandris and Fafalios shipping
families.
Any more would play into the hands of the
Greek Registry and boost attempts to
persuade shipping companies to join the
Athens Stock Exchange, once it becomes
business friendly, in favour of London. TO

Facts and Figures

Last February, the Greek Shipping
Co-operation Committee (GSCC)
published its annual report, which
contained facts and figures about
the current state of Greek
controlled shipping*.
This survey concerns Greek controlled vessels
of over 1,000 gt, flying both the domestic flag
as well as other flags. As of 18th February this
year, the fleet both domestic and overseas
registered had increased significantly both in
terms of deadweight tonnage and gross tonnes
compared with the same date in 2007.
For example, Greek interests controlled
4,173 vessels of 261 mill dwt, including 1,054
on order of 50 mill gt, an increase of 474
vessels of 43 mill dwt. Those flying the Greek
flag also registered an increase and comprised
1,197 vessels, including 422 on order,
compared with 969 in 2007.
The numbers of vessels entering the Greek
register are expected to increase due to the
measures taken to make the domestic flag
more competitive. Out of the 1,054 vessels
on order, some 422 are earmarked for the
Greek registry.
Greek interests now control about 8.7% of
the world's fleet in service or on order by
number, 16.4% by deadweight tonnes and
14.1% expressed in gt terms. In terms of
vessels on order, these percentages are 11%,
16.8% and 14.6% respectively.
A comparison of flag used by Greek
interests showed that there were no significant
losses to any of the registries last year. Apart
from the significant gains registered by Greek
interests, there were also increases noted by
Liberia and the Marshall Islands.
In total, Greeks controlled 592 oil tankers,

Greek parent companies ship types and age analysis. Ships of over 1,000 gt in service and currently on order.
TY PE TO TAL O R D ER BO O K (0 -4) (5 -9) (10 -14) (15 -19) (20 -24) 25 & ABO VE
CARG O NO 524 49 83 40 31 41 72 257
GT 7,976,749 2,087,663 3,208,183 874,119 262,414 445,193 748,220 2,438,620
DW T 5,059,869 733,086 1,156,970 269,804 203,315 305,610 700,368 2,423,802

CH EM ICAL & PRO D U CTS NO 681 273 421 52 17 39 71 81

GT 13,687,136 5,472,788 9,343,257 1,500,559 340,272 543,640 1,242,655 716,753
DW T 22,951,384 9,130,638 15,701,192 2,476,519 539,579 927,715 2,129,877 1,176,502

CO M BIN ATIO N CARRIERS NO 7 1 3 3

GT 302,839 63,709 114,969 124,161
DW T 500,784 103,203 186,955 210,626

LIQ U ID G AS NO 121 38 53 11 19 7 6 25
GT 2,871,691 1,042,054 2,038,758 158,117 80,141 29,402 63,584 501,689
DW T 2,985,117 1,146,044 2,035,509 186,165 84,307 28,525 64,575 586,036

O IL TAN KERS NO 592 125 257 104 48 103 55 25

GT 44,804,635 10,809,221 20,923,065 9,022,842 3,884,354 7,518,629 2,435,103 1,020,642
DW T 83,874,607 20,799,586 39,854,874 17,069,428 7,183,687 13,640,521 4,312,149 1,813,948

O RE & BU LK NO 1,793 487 670 217 214 97 244 351

GT 70,846,171 25,445,688 33,686,136 9,198,852 7,459,436 3,802,548 7,401,420 9,297,779
DW T 131,454,902 48,646,877 64,104,995 17,178,428 13,713,506 7,058,361 13,166,768 16,232,844

O TH ERS NO 64 13 22 5 7 6 6 18
GT 529,665 157,872 183,187 18,705 64,162 50,029 54,828 158,754
DW T 526,184 47,741 69,085 19,500 80,617 43,380 52,985 260,617

PASSEN G ER NO 128 6 9 28 12 16 6 57
GT 1,656,767 84,266 99,564 517,009 112,833 195,931 95,610 635,820
DW T 355,144 8,586 12,336 100,738 27,350 45,392 24,436 144,892

PU RE CO N TAIN ER NO 263 63 85 15 18 36 39 70
GT 11,923,621 4,808,260 6,232,120 911,166 555,039 1,196,979 1,342,269 1,686,048
DW T 13,221,230 5,178,430 6,754,238 1,041,493 649,539 1,405,292 1,506,626 1,864,042

TO TAL NO 4,173 1,054 1,600 472 366 346 502 887

GT 154,599,274 49,907,812 75,714,270 22,201,369 12,758,651 13,846,060 13,498,658 16,580,266
DW T 260,929,221 85,690,988 129,689,199 38,342,075 22,481,900 23,557,999 22,144,739 24,713,309

Source: GSCC/LR-Fairplay.

14 TANKEROperator z June 2008

“Blueland Centre” 6-8 Agisilaou str., 151 23 Marousi, Athens Greece
ŸELØØØØØØ&AXØØØØØ
% MAILØSTAR METROSTARGRØ4LXØØØØ-EMAØ'2
 INDUSTRY - GREEK SHIPPING REVIEW

Flag analysis of vessels owned by Greek parent companies

FLA G SH IPS D EA D W EIG H T G R O SS

AN TIG UA & BARBUD A 2 3,891 2,840

BAH AM AS 292 16,147,423 11,293,149
BARBAD O S 12 412,259 254,229
BELG IUM 3 172,605 145,430
BELIZE 1 2,909 1,982
BERM UD A 2 151,940 137,342
BRAZIL 2 49,680 31,212
CAY M AN ISLAN D S 20 1,131,373 639,986
CH IN A,PEO PLE'S REPUBLIC O F 2 6,106 6,281
CO M O RO S 7 90,381 53,972
CY PRUS 345 20,245,145 12,578,148
D EN M ARK (D IS) 4 50,235 38,238
D O M IN ICA 9 1,033,525 549,636
EG Y PT 7 487,994 274,639
G EO RG IA 2 14,825 8,587
G ERM AN Y 4 212,000 124,000
G IBRALTAR 7 155,229 109,910
G REECE 1,197 93,870,095 55,560,010
H O N D URAS 3 2,236 15,198
H O N G KO N G ,CH IN A 29 1,625,288 944,121
IN D IA 1 13,022 8,562
ISLE O F M AN 73 7,160,996 3,928,594
ITALY 15 712,436 566,467
JAM AICA 7 171,547 100,875
KEN Y A 1 341 1,502
KO REA,N O RTH 1 20,005 12,180
KO REA,SO UTH 2 360,000 180,000
LEBAN O N 2 34,381 22,268
LIBERIA 472 30,897,835 17,514,023
M ALTA 505 27,558,555 15,614,120
M ARSH ALL ISLAN D S 388 22,695,503 12,934,381
N O RW AY 1 2,203 2,028
N O RW AY (N IS) 3 446,130 250,847
PAN AM A 575 29,525,466 17,378,641
PH ILIPPIN ES 4 229,130 127,420
PO RTUG AL (M AR) 4 17,903 49,962
RUSSIA 1 4,392 3,835
SAO TO M E & PRIN CIPE 1 6,910 4,154
SAUD IARABIA 12 3,928 47,424
SIN G APO RE 21 762,147 438,305
SLO V AKIA 3 14,286 10,376
ST KITTS & N EV IS 1 12,450 9,992
ST V IN CEN T & TH E G REN AD IN ES 75 1,913,489 1,148,375
UN ITED ARAB EM IRATES 3 10,839 7,000
UN ITED KIN G D O M 11 118,966 94,334
UN KN O W N 32 2,240,378 1,280,705
URUG UAY 1 3,390 2,521
V AN UATU 5 34,472 36,977
V EN EZUELA 3 92,982 54,496
G rand Total 4,173 260,929,221 154,599,274

Source: GSCC/LR-Fairplay.

681 chemical and product tankers, 121 liquid gas carriers and seven
combination carriers. Last year, the oil tanker total went down by just
three vessels, mainly due to the single hull phase out, while the
chemical and product tanker sectors showed an increase of 90 vessels
of 2.5 mill dwt. Liquefied gas carriers also increased by 12 of 190,000
dwt in total, while the combination carrier fleet lost two members.
Out of the 1,054 vessels on order, 125 were oil tankers, 273 chemical
and product tankers and 38 liquefied gas carriers.
The average age of the overall Greek controlled fleet dropped to 12.5
years, compared with 14.3 years in February 2007 and 15.3 years the
year before. As for the Greek flag, the average age fell to just nine
years, against 11.1 years in 2007 and 11.7 in 2006.
Six major IACS member class societies share the majority of the
Greek controlled fleet. These included:-
„ Lloyd's Register = 878 vessels (825 in 2007)
„ American Bureau of Shipping = 766 (612)
„ Det Norske Veritas = 598 (569)
„ ClassNK = 492 (446)
„ Bureau Veritas = 462 (447)
„ Germanischer Lloyd = 216 (208)
Plus the Hellenic Register, which accounted for a further 126 vessels. „

*Figures were supplied to the Greek Shipping

Co-operation Committee by LR-Fairplay.

16 TANKEROperator z June 2008


A commitment to
continuous improvement
During April's Intertanko Istanbul event, several leading Greek shipping personalities
endorsed the idea of the Poseidon Challenge.
mong them was Captain D
A Kastanias, senior HSSQE and
training officer with relative
newcomer Kyla Shipping. This
company was established in 2006 and
currently manages seven small coastal
chemical/product tankers, which mainly trade
in the Mediterranean region. The company
also manages four bulkers trading worldwide.
The tankers are classed with Lloyd's
Register and have an average age of only
three years. Since joining the European Union,
Greece has been faced with the single hull
phase out of its large fleet of coastal tankers,
both trading locally and serving as bunker
vessels.
Encapsulating the new breed of Greek
shipowner/manager/operator, the company's
mantra is - 'Commitment to continuous
improvement through innovation'.
Captain Kastanias explained that Kyla's aim
was to raise the HSSQE standards and culture
in the very demanding world of coastal
shipping.
He said that safety was a way of life and
was the top priority in all of Kyla's operations.
He believed in encouraging initiatives that
went beyond the committee room. "Be
creative," he urged.
He saw one of his roles as inspiring and
June 2008 z TANKEROperator
INDUSTRY - GREEK SHIPPING REVIEW
motivating people to enhance the safety and
environment culture and by adopting this, they
would inspire others. "We need to raise the
bar by talking to seafarers' hearts and minds,"
he explained.
Managing is based on the principles of
continuous improvement and people
empowerment and in practice continuous
improvement meant that a company had to -
„ Establish plans and develop effective
working practices.
„ Analyse, measure record and monitor
performance and results.
„ Identify improvement opportunities.
„ Praise and correct.
He explained that people empowerment meant
providing people with the ability to perform,
have no blame culture in the company and
trust people to perform a task. This could be
achieved by leadership as the leaders would
be the ones who demonstrated commitment,
desired attitudes and behaviour through their
own example.
They would also be accessible involving
people in communications processes and would
share the common vision, values and goals.
People should be encouraged to be creative
and be provided with the required resources
and effective tools.
He then described how a shipping company
should be motivated. Top management should
be committed and make frequent visits on
board their ships as should the superintendents
for inspections and audits. There should be
reward schemes established for the best
suggestions and initiatives. A spirit of
emulation should be developed among the
personnel for safety and environment
excellence and that this culture should be
enhanced both on board and ashore.
"Make people proud to be a part of the vital
role towards the achievement of these goals,"
he urged.
He claimed that Kyla's staff came from the
first Greek ship operator to be accredited with
an ISO 14001 certificate. An exhaustive risk
assessment was undertaken on any new
project. All the environmental sensitivities
would be considered, operating procedures
reviewed and, if necessary, revised to
minimise local environmental impact.
Energy audits have been carried out to
identify and implement any savings potential
both in the office and on board ship. "Through
energy management initiatives, we can
incorporate energy efficiency improvements
into routine operations," Captain Kastanias said.
Environmental improvements have been
factored into newbuilding designs and
shipboard operating practices.
Kyla Shipping manages
seven small
Mediterranean trading
coastal chemical/product
tankers.
17
INDUSTRY - GREEK SHIPPING REVIEW
Kyla also strives for a 'nobody gets hurt'
policy. "We know that there are potential
risks, but these can be substantially reduced if
managed properly. We need to spend time,
effort and money on recognising and
eliminating hazards," he said.
The company has found that crews' safety
and environmental awareness in coastal
vessel trades was unsatisfactory. He repeated
that the key was in talking to seafarers' hearts
and minds.
A family culture was created and a spirit of
advanced teamwork nurtured. The decision
making was based on brainstorming sessions.
Co-operation with local environmental and
community groups was also vital in coastal
trades to keep the ecological balance intact in
an area served.
Last year, Kyla put more emphasis on
behaviour-based safety by adopting what it
called the 'Take 5' initiative whereby the crew
asked themselves five basic questions before
starting a task. This helped remind people of
the main points for maintaining continuous
situation awareness. The award scheme
allowed the supervisors to instantly recognise
and reward employees and contractors. Open
18
forums and workshops also led to an
improved safety culture.
Captain Kastanias said that the plan for this
year focused on team safety targets,
supervisory leadership and safety leadership
training. "We have focused our efforts on
employing efficient and well trained
personnel," he explained. The company had
recently introduced a computer-based
selection, induction and ongoing assessment,
psychometric tools and personalised training
procedures.
Kyla had established a realistic and dynamic
training plan both on board and ashore, based
upon the needs identified by KPIs, appraisals,
drills, audits and other tools. Frequent on board
and onshore training is given, both by in-house
and by external trainers. Workshops and open
forums are also held.
Benchmarking performance was a very
important tool. To be effective it must be
ongoing, an integral part of the improvement
process and should keep abreast of ever
improving best practice.
Captain Katsanias said that by and large, the
shipping industry was reluctant to
communicate results so he had proposed that
Intertanko be the 'reference point' where all
companies could submit their results. "TMSA
and LTI's were not enough", he said.
Kyla goes so far as to have forums for
suppliers and sub-contractors on
environmental and safety topics. For example,
a fully certificated garbage contractor was
appointed. "In this way, we overcame the
bureaucratic obstacles surrounding garbage
reception facilities ashore," he explained.
Waste reduction has also been achieved by
buying in bulk, thus reducing the volume of
packaging needed.
The company is also fully committed to
social responsibility and offers scholarships
and pays for summer camps for seafarers'
offspring. Company personnel are encouraged
to take higher education to better themselves
and the company. Kyla is also an active
member of Helmepa.
However, the real problem today is the
image of shipping in society. "A lot has been
done, but little has been communicated to the
outside world," Captain Kastanias said. "It
should be improved", he stressed.
Returning to Kyla, he said; "The framework
of mutual understanding has paid dividends." TO
TANKEROperator z June 2008
INDUSTRY - GREEK SHIPPING REVIEW
Greeks look to the
Future
A seminar was held in Athens last month in an attempt to persuade the Greek shipping
community to participate in the Forward Freight Agreements (FFAs) markets.
eaded by SSY Futures senior
H director Ben Goggin, who also
holds the post of chairman of the
Forward Freight Agreement
Brokers' Association (FFABA), co-ordinated
by London's Baltic Exchange, the seminar
attempted to address some of the most
frequently asked questions, such as - who is
participating, how does it work, do I want to
be involved, can I lock in going forward and
how can I avoid volatility in the future?
It focused both on the dry and wet sectors in
different sessions as although the drybulk FFA
market is quite mature as it has been in existence
longer, there is now a lot of interest in the tanker
market, especially as the physical earnings were
very high at present, which is most unusual as
we approach the summer months.
Goggin explained that it was easier to get
audience participation with just one company
at the helm, as those attending could take
advantage of 'one to ones' discreetly, which
might not be possible in a more publicly
organised event. He explained that SSY holds
seminars annually in Athens, Geneva and
Copenhagen and is looking to organise an
event in Houston in the near future.
He thought that the new breed of younger
Greeks coming to the fore in shipping were
highly educated, both in shipping and
commercial terms, open to new ideas and were
more than capable of turning some of the new
ideas into practice within their companies. Years
ago, traditional Greek shipowners tended to be
retired sea captains who did everything
themselves, but were averse to change.
SSY's philosophy is to link the physical
market to the FFAs by giving a lecture on the
current situation in drybulk and tanker
chartering to set the picture. Indeed, SSY's FFA
brokers tend to sit near the physical brokers in
order the glean information on the latest fixtures
and also liaise with the research department.
Goggin explained that the ideal FFA
department would consist of specialist futures
brokers mixed with those having experience
with the physical day-to-day chartering. In the
tanker sector, SSY Futures employs six
20
brokers in London and another four in
Singapore, reflecting the island state's fast
increasing commercial tanker operations
sector at present.
In Singapore, Vitol, Glencore, Trafigura and
others were now strong players in the market
and in recent years, tanker companies, brokers
and traders had moved in-house 'heavyweights'
to the island to beef up their operations. Goggin
explained that by 07.30 London time,
Singapore was already trading and no longer
waited for the London market to open as had
happened in the past. Channelled through the
Southeast Asian powerhouse were customers
located in Japan, Taiwan and China.
Goggin had found that US interest was
growing "a little bit slower" than other parts
of the world. He explained that SSY has an
office in Connecticut and is planning a
seminar in Houston soon.
On the dry side, the company has 17 futures
brokers in London and another three in Hong
Kong. When added together with the tanker
desks, this makes SSY probably the largest
futures broking house, Goggin thought.
To his knowledge there was only one other
fully integrated broking house having both
futures and physical desks under one roof and
that was Clarkson. However, tanker specialist
ACM was also involved in a joint venture
with GFI. ICAP was also believed to be
moving into FFAs and currently owns London
broking house JE Hyde. The company also
recently took over Capital Shipbrokers.
Goggin said that his role as chairman of the
FFABA was to impartially promote the
concept of FFAs, organise seminars and
general get togethers and to speak with one
authoritative voice. The Baltic Exchange is
responsible for printing the number of lots
traded and for selecting and monitoring the
indices on which the trades are based. The
figures are reported on a quarterly basis.
Today tankers are regularly traded into 2009
and even 2010 and Goggin thought with the new
Timecharter Equivalent (TCE) index, which is
quoted in US dollars rather than Worldscale, this
would boost interest still further.
Goggin is half way through a three year
plan at SSY, which hinges on making the
tanker futures desk more active in terms of
lots traded to emulate the drycargo desk,
which is a more mature market mainly
because drycargo indices have been traded for
a longer period of time.
The most liquid trade at present is route
TD3, which is the Persian Gulf/Japan VLCC
spot voyage, which at the time of writing was
trading on the physical market at near W200
(roughly $160,000 per day), which has given
the market food for thought.
Volumes increased
Meanwhile, last year was the first full year of
formal reporting of trade volumes by brokers in
the drybulk FFA market. The Baltic Exchange
said that drybulk volumes were estimated to
have increased by 34% year on year, while
tanker trade volumes were estimated to have
increased by 14% year on year.
In the tanker market, FFA volumes were
estimated to be 374,870,440 tonnes traded (a
lot represents a day's hire or 1,000 tonnes),
which was a 14% increase over the 2006
figure of 329,434,250 tonnes. In the tanker
market cleared business is thought to represent
about 46% of volume.
Commenting on the figures earlier this year,
Jeremy Penn, Baltic Exchange ceo said;
"This data will serve to show newcomers to
the market just how much liquidity is now on
offer and how successful this market has
become. With the high rates achieved,
especially in dry in the latter part of the year
(2007), the dollar value of contracts will no
doubt have increased at an even greater rate. It
is noteworthy that the overall cleared figure
for the year in dry business underplays the
transition which has taken place. In the latter
part of 2007 each week more than 50% of
business was cleared and in some weeks it
was 70%. The development of the tanker
market is particularly pleasing recognising
that overall the physical market had a quiet
year with lower volatility than usual. This
bodes well for the future." TO
TANKEROperator z June 2008
INDUSTRY - GREEK SHIPPING REVIEW

Greek controlled management companies

Listed below are the major Greek Athenian Sea Carriers Newbuildings - Three Suezmaxes
controlled management and Product tankers
operating concerns. This list Newbuildings - Four VLCCs Chandris Hellas
reflects companies that manage Product tankers, crude carriers
or operate chemical, product and Atlas Maritime Newbuildings - Two Suezmaxes, two
crude oil tankers of over 30,000 Crude carriers Aframaxes
dwt. Newbuildings - One Aframax
We have not included gas carriers, or Chartworld Shipping Corp
managers/operators with only smaller vessels Avin International Chemical/product tankers
on their books. This list, which includes the Chemical/product tankers, product tankers,
known newbuildings, has been compiled from crude carriers Cyclops Ships
information taken from various public Newbuildings - Five MRs Product tankers
sources.
It should only be used as a rough guide to Benelux Overseas Delfi SA
Greek activity in shipping, as due to the fast Newbuildings - Four MRs Chemical/product tankers, product tankers,
moving nature of this sector, it has proved to crude carriers
be very difficult to gain an accurate snapshot Blue Line Ship Management
of Greek shipping. Chemical/product tankers, product tanker Despina Investments
The list has been compiled in alphabetical Newbuildings - Three MRs Product tankers
order of owner/manager/operator followed by
the types of vessels managed and a Brave Maritime Group, including Diamlemos Shipping Corp
newbuilding roundup. Stealth Maritime, StealthGas Product tankers, crude carriers
Chemical/product tankers, crude carriers
A.K. Shipping & Trading Newbuildings - Two Aframaxes (Stealth Dileton Maritime
Chemical/product tankers, product tankers, Maritime) Chemical/product tanker
crude carriers
Dorian Hellas
Aegean Shipping Management Crude carrier
Chemical/product tankers, crude carriers Newbuildings - Two Aframaxes

Aeolos Management Dynacom Tankers Management

Crude carriers Product tankers, crude carriers
Newbuildings - Nine Panamaxes, four
Alba Maritime Services Suezmaxes, five VLCCs
Newbuildings – possible seven VLCCs
Eastern Mediterranean
Alpha Tankers StealthGas has diversified into MRs Chemical/product tankers, product tankers,
Newbuildings - Five Aframaxes, three crude carriers
Suezmaxes, two VLCCs
Byzantine Maritime Corp Eletson
Ancora Investment Trust Newbuildings - Three Aframaxes, two MRs Product tankers, crude carriers
Chemical/product tankers, product tankers, Newbuildings - Eight MRs
crude carrier Capital Ship Management
Chemical/product tankers, chemical tankers, Enesel
Andriaki Shipping crude carriers Crude carriers
Product tankers, crude carriers Newbuildings - Six MRs

Arcadia Shipmanagement Cardiff Marine (George

Product tanker, crude carriers Economou)
Crude carriers
Archipelago Ships Management Newbuildings – Nine Aframaxes, two VLCCs,
Product tankers, crude carriers six Suezmaxes (Drytank)

Aries Maritime Transport Cavodoro Shipping Corp

Product tankers, crude carriers Crude carriers

Astron Maritime Centrofin Management

Enesel’s Aframax Pantelis at Coryton.
Product tankers Product tankers, crude carriers

22 TANKEROperator z June 2008

Winner - Sea Trade, Finalist - Lloyd's List,
Dubai International Middle East and Indian
Maritime Awards, 2006 for Subcontinent Awards, 2006 for
“Outstanding Maritime Services” “Shipping Agent of the Year”
INDUSTRY - GREEK SHIPPING REVIEW
Enterprises
Chemical/product tankers, product tankers,
crude carriers
Estoril Nav
Crude carriers
European Navigation
Chemical/product tankers, crude carriers
European Product Carriers
Chemical/product, product tankers
LR2 Elka Athina seen at Fawley
Eurotankers
Product tankers, crude carriers
Golden Energy Marine Corp
Crude carriers
Newbuildings - Two Panamaxes, four MRs
Goldenport/Oceangold Tankers
Product tankers, crude carriers
Newbuildings - Two Panamaxes
Harmony Navigation
Chemical/product tankers, product tankers
IMS
Chemical/product tankers
Newbuildings – Two MRs
Ionia Management
Chemical/product tankers, product tankers,
crude carriers
Newbuildings - One Panamax, one Aframax,
seven MRs
Kristen Navigation/Agelef Shipping
Crude carriers
Newbuildings - One VLCC, four Suezmaxes,
two Aframaxes
Kyklades Maritime Corp
Crude carriers
Kyklades Suezmax Rio Genoa
24
Kyla Shipping
Newbuildings - Two Suezmaxes
Liquimar Tankers Management
Chemical/product tankers, crude carriers
Newbuildings - Two Suezmaxes, two
Aframaxes
Liquimar’s MR High Nefeli also at Fawley
Magnus Carriers
Product tankers
Mantinia Shipping
Product tankers
Marine Management Services
Product tankers, crude carriers
Newbuildings - Four Suezmaxes, three
Aframaxes
Marmaras Navigation/Delta
Crude carriers
Newbuildings - 15 Suezmaxes, three VLCCs
Marmaras’ Aframax Delta Pioneer at Coryton
Medcare Shipping (Hellas)
Chemical/product tankers
Metrostar Management
Crude carriers
Metrostar’s VLCC Crudestar
Millenia Maritime
Chemical/product tankers
Minerva Marine
Chemical/product tankers, product tankers,
crude carriers
Newbuildings - Two Suezmaxes
Neda Maritime Agency
(Lykiardopulo)
Crude carriers
Nereus Shipping
Crude carriers
OSG Ship Management Greece
Chemical/product tankers, product tankers
Olympic Gulf Tankers
Chemical/product tankers, product tankers
Olympic Shipping &
Management/Springfield Shipping
Crude carriers
Omega Navigation Enterprises
Product tankers
Newbuildings - Five Handymaxes
Paradise Navigation
Product tankers
Phoenix Energy Navigation
Crude carriers
Newbuildings - Two Aframaxes
Pioneer Tankers Shipping Corp
Chemical product tankers
Newbuildings - Four MRs
Pleiades Shipping Agencies
Product tankers
Polembros Shipping
Crude carriers
Prime Marine Management
Chemical/product tankers
Newbuildings - Four Panamaxes
Project Shipping
Chemical/product tankers, product tankers
Queensway Navigation (Vemaoil)
Product tankers, crude carriers
Roxana Shipping
Chemical/product tankers, product tankers
Newbuildings - Two chemical tankers, six
Panamaxes
TANKEROperator z June 2008
 INDUSTRY - GREEK SHIPPING REVIEW

Salmar Shipping Sun Enterprises Tomasos Brothers

Product carriers Chemical/product tankers, product tankers, Chemical/product tankers, product tankers
crude carriers
Samos Steamship Newbuildings - Two Suezmaxes Top Ships
Chemical/product tankers, crude carriers Chemical/product tankers, product tankers,
Newbuildings - One Panamax, three Target Marine crude carriers
Aframaxes Chemical/product tankers, product tankers Newbuildings - Six MRs
Newbuildings - Six MRs
Sea Pioneer Shipping Transmed Shipping
Chemical/product tankers, product tankers Thenamaris Ships Management Newbuildings - Eight MRs
Chemical/product tankers, product tankers,
Seatramp Tankers/Hellespont crude carriers Trustoil Tankers
Hammonia Newbuildings - Two Suezmaxes, two Chemical/product tankers
Chemical products, crude carriers Panamaxes
Tsakos Shipping & Trading
Seaworld Management & Trading Chemical/product tankers, product tankers,
Product tankers crude carriers
Newbuildings - Two Aframaxes Newbuildings - Two Aframaxes, four
Panamaxes
Stamco Ship Management
Newbuildings - Four MRs Unibros Shipping
Chemical/products tanker
Styga Compania Naviera
Chemical/product tankers, product tankers, Val Enterprises
crude carriers Thenamaris’ Aframax Saint Nicholas Chemical/product tankers TO

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Record Greek
shipping growth
stimulates Posidonia
A record year-on-year increase in Greek newbuilding orders fuelled by
strong economic growth in Asia is helping Posidonia to break records this summer.
ith over $50 bill in committed
W investments in the Greek fleet
renewal programme
announced in 2007 alone,
double the amount invested in the previous
year, and almost two-digit annual sustainable
growth rates in Asia - a region that holds
almost half of the world's population, the
global shipbuilding industry, equipment
suppliers, and other relevant sectors, plus the
secondhand market are all gearing up for
Posidonia 08, which promises to be the
biggest in its 40 year history.
The possible opening up of Greece's largest
ports to foreign investors has also enticed the
interest of major Chinese and Arab funds
competing for a stake and the management
contract of Piraeus' container transhipment
hub strategically situated at the crossroads of
three continents.
"Despite a downturn in the US economy,
the general global economic conditions
favour an even stronger shipping industry
and the appeal of Posidonia 2008 reflects
June 2008 z TANKEROperator
INDUSTRY - POSIDONIA PREVIEW
what can only be described as the most
exciting period for the world's maritime
community in recent memory," said Nana
Michael, managing director, Posidonia
Exhibitions, the organiser of the event to be
held between 2nd and 6th June at the
Hellenic Exhibition Centre (HEC).
Michael claimed that Posidonia will this
year see a record number of more than 16,000
trade visitors as exhibitor bookings have
already passed the 1,600 mark seen in 2006.
"Stronger demand has led to a 1,000 sq m
increase in floor space to reach 27,500 sq m,
the biggest in Posidonia's history, as
traditional participants have booked more
space and a considerable number of first-time
exhibitors making their event debut this year,"
Michael said.
Greek shipowners' confirmed investment in
newbuilding projects reached just under $32
bill in 2007 while another $16.94 bill was
spent on the secondhand market. In fleet
terms, last year's investment corresponds to a Intertanko’s Nikos Fistes will be one of
newbuilding orderbook of 556 ships. Bulk the personalities present at this year’s
Posidonia.
27
INDUSTRY - POSIDONIA PREVIEW

carrier orders accounted for 371 vessels of

36.6 mill dwt, compared with just 74 units of
6.4 mill dwt contracted in 2006.
"By comparison, 2006 saw newbuilding
orders by Greek shipowners of around $25
bill, a figure which has been dwarfed by last
year's historic levels that is expected to
catapult Greece's maritime industry to new
heights," said Michael.
Fleet increased
The Greek-owned fleet has increased by
more than 50% since 1994, in a 14 year
period when the average global shipping
industry growth stood at a modest 9%. Today
Greeks control 4,200 ships, in operation or
on order, of some 250 mill dwt, and have a
current orderbook of over 850 ships of 67 Visitors are expected to flock to Posidonia.
mill dwt.
This year's Posidonia is sponsored by the Association of Greek Coastal Shipping and Mongolia are making their Posidonia
Ministry of Mercantile Marine, The Aegean Companies and the Association of Greek debut this year further increasing the total
and Island Policy, the Municipality of Passenger Shipping Companies. number of participating countries to almost
Piraeus, the Municipality of Hellenikon, the 80, setting a new show record.
Hellenic Chamber of Shipping, the Union of More countries And this year's event is also inching closer
Greek Shipowners, the Greek Shipping Co- In addition to an increase from participating to yet another landmark for the most national
operation Committee, the Mediterranean companies from established maritime nations, pavilions ever fielded at Posidonia with
Cargo Vessels Shipowners Union, the others from Honduras, Iceland, Luxemburg Romania, Argentina, Sweden and Honduras

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Website: www.harakhji.com

Oil Purifier Wartsila Power Plant16V 26LDGD Turbo ChargerMitsubishi Cylinder LinerSulzer
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Cat 3606 DI Alfa Laval JWP-36-200 Carrier 5H-20 Fukushima MA-10

Exporters of Second Hand Marine Machineries like Main Engines, Generators, Turbo Chargers,
Oil Filters, Air Compressors, Hydraulic Equipments, Chilling Compressors etc.

28 TANKEROperator z June 2008

INDUSTRY - POSIDONIA PREVIEW

“ “For Asian shipbuilders, Posidonia is a must-attend biennial

calendar event where they network with decision-makers of the
Greek shipping community, who control the world's biggest
newbuilding orderbook, standing at the end of March at over
1,050 vessels of some 75 mill dwt.”
Nana Michael, managing director, Posidonia Exhibitions
”
bringing the total number of national pavilions participation from Asia/Pacific than any pavilions on the Posidonia floor as opposed to
to 22. The full list is - Belgium, Belize, other major trade shipping event held in their policy of joining their respective national
Cayman Islands, China, Croatia, Cyprus, Europe or North America. Participation from pavilions in the other major international
Denmark, France, Honduras, Ireland, Japan, Asian exhibitors for this year's event has shows," said Michael.
Republic of Korea, Liberia, Malta, The grown in accordance with the region's Traditional Posidonia independent
Netherlands, Panama, Romania, Singapore, increasing wealth. participants Tsuneishi and Cosco will this year
Sweden, Turkey, UK and US. Over 300 Asian exhibitors have confirmed be joined by South Korea's STX with its own
"The credit crunch in the US has had little their presence this summer, nearly three times standalone pavilion as Asia's shipbuilding
effect on an industry that draws its strength the number that attended the 2000 event. A sector bids to impress the burgeoning
from the booming BRIC economies (Brazil, third of them will come from China and 62 spending power of the Greek shipping
Russia, India & China) and Asian markets from Japan, with Singapore and Korea community, which control the world's biggest
where the bulk of shipbuilding activity is together accounting for 50% of Asia's total tanker fleet and almost a fifth of the overall
concentrated," Michael said. Posidonia 2008 exhibitor participation. industry's deadweight tonnage.
Looking eastwards, Posidonia 2008 has "We are also unique because the major "For Asian shipbuilders, Posidonia is a
already confirmed the strongest exhibitor shipbuilders from Asia deploy standalone must-attend biennial calendar event where

30 TANKEROperator z June 2008

IAMSAR: Volume I, Volume II and Volume III
2008 Consolidated Editions
Available to order now
Publications are sold separately

International Maritime Organization

4 Albert Embankment
London SE1 7SR
INTERNATIONAL
United Kingdom MARITIME
www.imo.org ORGANIZATION
INDUSTRY - POSIDONIA PREVIEW
they network with decision-makers of the
Greek shipping community, who control the
world's biggest newbuilding orderbook,
standing at the end of March at over 1,050
vessels of some 75 mill dwt.
"Currently, availability in Asian berths is
scarce and the majority of the orderbook is
slated for delivery post 2010, but this doesn't
mean that newbuilding orders will wane.
Strong global economic indicators could fuel
further demand for shipping services and a
new growth cycle could lurk just around the
corner," said Michael.
The party gets under full swing on Friday
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30th May when the regular sailing tournamentAmong the 12 teams taking part will be
takes place for the Posidonia Cup. This will be
representatives of DNV, LR, OSG (bronze
held in Faliron Bay, Piraeus and this year the
sponsor), Minerva Marine, Marichem
organisers have included a new single sailing
Marigases and Danaos Shipping, plus the
route and an additional category. event's Gold sponsor Deloitte.
The LR sponsored regatta is expected to The event's success has resulted in
attract more than 50 boats in four sections -
increased interest from sponsors, the
performance division, standard division, IRC
organisers claimed. Included in the silver
division and classic yachts division. category are GAC, Inchcape Shipping
The following day -Saturday 31st May - Services, and the Royal Bank of Scotland,
sees the start of an inaugural soccer while other bronze sponsors are Atlantic
tournament, which will be held at the Shipping Services and Wilhelmsen
Karaiskaki Stadium at Neo Faliron, starting
Ships Service.
at 17.30. The exhibition itself will be opened on
Monday evening - 2nd June - in a
ceremony due to start at 18.30,
which is by invitation only. The
main event then takes place from
Tuesday through Friday 6th June
opening at 10.30 and closing at
19.00, except on Friday when
the exhibition will finally close
at 17.00.
Among the shipping luminaries
due to put in an appearance are
the Greek Shipping Minister
George Voulgarakis, Joseph
Boakai, Vice President of
Liberia, Jim Fitzpatrick, the
UK's Minister of State for
Transport, Dr Austin Gatt,
Malta's Minister for Transport
and Communications, Binyah
Kessely, Liberia's Minister of
Mercantile Marine, N Nicolaides,
Cyprus Minister of
Communications and Works,
Dion Foulkes, Bahamas Minister
of Maritime Affairs and Labour,
Xu Zhuyuan, Chinese Vice
Minister Ministry of
Communications, Angelique
Weeks and Margaret
Ansumana, Liberia's Deputy
Minister of Mercantile Marine,
Efthymios Mitropoulos, IMO
secretary-general, Sean
Connaughton, maritime
administrator of the US
Department of Transportation,
Leonidas P Raptakis, US
Senator, Spyros Polemis,
chairman ICS/ISF, Nikos Fistes,
president of Intertanko, Nikos
Papadakis, president of
Intercargo, Filippos Embiricos,
president of BIMCO and LLM
Liang, Mayor of Zhoushan
Continuing to meet your training needs Municipal Government
in China. TO
TANKEROperator z June 2008

Posidonia exhibitors
here are obviously far too many
T companies and organisations
exhibiting at this year's Posidonia
exhibition to be included in
TANKEROperator's roundup.
However, we have included a few and
apologise to the many that have been left out
due to lack of space within the magazine.
For example, most if not all the major class
societies and several flag administrations will
have booths, either independently or in their
respective country pavilions.
If one looks at the list of luminaries
preceding this roundup, it will be noticed that
there are several Liberian government officials
named as attending. The reason for this
probably has something to do with the fact
that the Liberian Registry will be celebrating
its 60th anniversary at Posidonia.
The first Liberian registered ship was the
tanker World Peace owned by Greek shipping
magnate Stavros Niarchos. Since then Greek
shipowners have supported the Liberian flag
in great numbers and an invitation only
reception will mark this event.
Celebrating its 50th anniversary at
Posidonia will be the US search and rescue
organisation AMVER. Exhibiting for the
eighth time, the organisation said that it is the
only place where it is possible to have access
to shipping people to promote participation in
June 2008 z TANKEROperator
INDUSTRY - POSIDONIA PREVIEW
AMVER's search and rescue system.
Dutch marine equipment specialist AEP
Marine Parts will be launching a range of
marine antennas aimed at the deepsea sector.
As well as antennas, AEP will be introducing
a 23 inch nautic monitor, which is fully
certified and complies with IEC60945 and
ECDIS standards.
Paris-based AXSMarine will launch a new
web-based sale and purchase tool. AXS
specialises in chartering tools and database
solutions and by taking a stand the company
said that it hopes to cement its position as the
leading internet-based chartering tool and
database provider to the shipping and
shipbroking industry.
Greek bunker and lubricants trader Baluco
will be demonstrating LUBCARETM.
This is a used lubricant monitoring
programme designed to provide a clear picture
of the condition of used lubricating oil and
machinery found in vessels' engines.
The company claims that this offers lube
life optimisation, engine maintenance
forecasting requirements and it also extends
the equipment's life span, while minimising
downtime.
Dubai-based GMMOSTECH and
GRANDWELD, part of the GMMOS group,
said that 80% of its business comes from the
international shipping market and it hoped to
increase this exposure still further.
One of the leading class societies at
Posidonia will be Germanischer Lloyd (GL).
GL will be presenting what it calls -
Environmental Protection Put into Practice -
the CO2-Index.
The class society has launched a prototype
CO2-index, based on MEPC/Circ.471. This
index is available for all GL classed ships.
Each shipowner and management company
can check the complete survey status of their
GL classed fleet.
The CO2 emission will be measured on the
basis of installed power, consumed fuel and
transported cargo. Computed index values can
be compared to other ships' indices and
eventually be used to minimise emissions
from transport.
The index can be used today to record fuel
consumption, transported cargo and distance
between two consecutive ports. With carbon
emission factors specified by IMO, the CO2-
index is calculated for each voyage and later
averaged for a still to be defined period (a
year might be practical). At the end of the
period, a GL surveyor will check the recorded
data and eventually issues - on behalf of a flag
state - a certified CO2-index which is then
valid for the next period.
If data for more than one vessel is entered
into the online tool - visible for the owner and
The opening of
Posidonia 2008 will take
place on Monday 2nd
June at 18.30.
33
INDUSTRY - POSIDONIA PREVIEW

manager of a particular vessel or fleet - a

comparison of CO2-indices across the fleet is
possible.
GL said that this function in particular is
expected to trigger a learning effect, as
differences in fuel consumption will be made
explicit and more transparent with the data
associated to each vessel and voyage segment.
German deck machinery supplier Hatlapa,
has more than 85 years' experience in supplying
deck machinery, towing winches, research
winches, compressors and steering gear.
The company can offer worldwide customer
service, technical advice and support through
any one of 42 agencies in 35 countries.
Today, Hatlapa accounts for all the
equipment, deck machinery, steering gear,
compressors and cranes on around 12,000
vessels worldwide.
Japanese shipyard Universal Shipbuilding delivered the Aframax Rio Genoa to ABS class
Dutch equipment organisation, Holland last year.
Marine Equipment (HME) is organising the
Holland Pavilion at Posidonia. Posidonia is the Indian Register of Shipping. promoting its hull forms and designs.
The Holland Pavilion is situated in Hall 4 The register boasts a holistic portfolio of The 12 leading Japanese shipbuilders will
and will be officially supported by the Dutch services, including statutory surveys, be sharing the area with ClassNK, which will
government. classification and certification, non- be financed by the Nippon Foundation.
This year, the Holland Pavilion not only classification and technical services. Leading UK-based navigation equipment
consists of participants from The Netherlands Also provided are design evaluations, supplier Kelvin Hughes will be showing off
but also from overseas parts of the Kingdom. inspection and certification services, technical the company's newest products and services.
For the first time it will include five investigation and advisory services, risk Demonstrations will be conducted on the
participants from Curacao. management and safety audits. stand on the new products and services, some
Participants in the Holland Pavilion are: - One of the flag administrations to exhibit of which will be launched shortly.
Aegir Marine, Curacao Ports Authority, will be the Isle of Man, which will take this At this year's Posidonia Exhibition SAM
Curacao Towage, Curacao Drydock, Cur Oil, opportunity to brief shipowners about its latest Electronics, an L-3 Communications
Damen Shiprepair Rotterdam, Damen changes, the administration said. company, will feature its latest navigation aids
Shipyards Gorinchem, Deno Compressors, These have been introduced to render the and automation hardware from its extensive
Miami Diver, Serdijn Ship Repair, Smits registration process more cost-effective. The product portfolio.
Neuchatel Marine Department, TurboNed, van new policy waives restrictions on pre-registry Exhibits will include the BSH and USCG
West-Holland and Winteb. survey requirements and also extends the age type-approved Multipilot 1100 multi-function
On Thursday 5th June, the Royal limit on vessels to a further five years. navigation workstation combining ARPA
Netherlands Embassy in Athens and HME will Another regular at Posidonia is the Japan radar, ECDIS, conning and automatic steering
organise a network reception at the Athens Ship Exporters Association (JSEA), which control functions.
Golf Club (Glyfada). in co-operation with the Shipbuilders' Also featured will be the similarly type-
Another class society regularly exhibiting at Association of Japan (SAJ), will be approved Chartpilot 1100 ECDIS system

SAM Electronics Ship

Control Centre. In 2005,
the company opened a
service station in
Greece in co-operation
with its local agent –
EPE.

34 TANKEROperator z June 2008


developed for planning, navigation monitoring
and conning station operations and designed
for either desktop or console mounting.
Multipilot and Chartpilot exhibits are housed
in award-winning design consoles.
Automation exhibits include the MCS 2200
integrated control assembly with newly-
developed standardised modular workstations
providing rapid acquisition, processing and
display of data while also extending and
simplifying all main ship operating functions.
Automation demonstrations will be possible
through a desktop Panel PC.
SAM Electronics will also feature its
alternative maritime power (AMP) Shore
Connection System (SCS).
SAM Electronics will be featured on its
local agent, Environmental Protection
Engineering´s (EPE) stand (No 212).
Together with EPE, SAM Electronics opened
a service station in Greece in 2005 to be
closer to its Greek customers and which is
increasingly carrying out service activities
and retrofits on tankers, as well as other
ship types.
Tamrotor Marine Compressors (TMC)
will exhibit at this year's Posidonia at the joint
stand of Alpha Marine Engineering, TMC's
agent in Greece.
TMC will exhibit the TMC Smart Air®
frequency controlled marine compressor. In
addition to this, TMC personnel will be
present to provide information on other items,
such as TMC's new high-capacity compressor
and the TMC spare part kits, which is claimed
to make maintenance of the compressors
easier and cheaper.
TMC Smart Air® - frequency controlled
compressors: saves energy costs and
significantly reduces CO2 emissions, the
company said. Frequency control has been
used on sea water and fresh water pumps on
board ships for years.
Energy costs make up to 80% of
compressed air cost. By using a frequency
controlled compressor, you can, in most cases,
save more than 40% energy, TMC said.
A variable speed compressor is equipped
with a frequency-controlled motor. This
enables the compressor to adjust the
compressed air production precisely according
to the compressed air consumption.
Some of the benefits by using TMC Smart
Air® frequency controlled compressors are:
„ The frequency controlled compressor is
controlling the capacity and power
consumption precisely to the air demand.
This means 35 - 40% energy saving -
which also means a reduction in CO2
emission.
June 2008 z TANKEROperator
INDUSTRY - POSIDONIA PREVIEW
„ Constant pressure in the network at all
times will minimise the power
consumption and reduce the wear on the
compressor.
„ Soft start will increase the lifetime on the
transmission such as belts and couplings
and give lower pressure and less
movement on all parts.
This leads to reducing the life cycle cost by 25
- 30%, TMC claimed.
This year, TMC is also introducing a new
compressor designed to handle large
capacities - the TMC 105-235.
The unique design, with all high elements
placed at one end, allows for installation in a
smaller/lower area than with competing
compressors, TMC claimed. Also, all service
points are accessible from one side, which
means that placement is flexible not only in
terms of height but also in terms of
horizontal space, as it is not necessary to be
able to access the compressor from more
than one side. All canopy walls can
be removed.
For many years, TMC has advocated the
use of original spare parts. In all sectors of the
ships equipment industry, non-original spare
parts are becoming more and more
sophisticated and identical looking, but the
risk is still the same.
Material specification is often rationalised,
resulting in rapid wear, compromised
performance, poor reliability, higher oil and
fuel consumption and even component
damage or system failure.
To make it even easier for the ships to
choose original TMC spare parts for their
compressors, TMC has introduced spare part
kits. These contain all parts that should be
replaced after a certain number of running
TMC’s new high capacity compressor.
hours/years, and they also come with
instructions for changing the parts.
Benefits of using these kits include - lower
price per part than when purchased item by
item, time saved on ordering and checking
and certainty of getting all necessary parts -
and no unnecessary parts. This means there
will be no unscheduled stops due to
missing parts.
Included in the range on offer is the 1,500
hours/one year kit, oil change kit, separator
kit, etc. TMC said that these kits are available
for all the company's compressor models.
At Posidonia, Transas - a world-leading
developer and supplier of a wide range of
software solutions- will focus on integration
of its current technological innovations.
Transas will present the INS (Integrated
Navigation System) as an on board system
and INS operational simulator training, and
talk about the benefits which come from
their association.
Training using a Transas NTPro 4000
navigational simulator may be conducted in
the class-room with PC's running the same
INS software as the one supplied on
board ship.
An exact TINS (Transas INS) system
(navigational bridge simulator) replica can be
installed, enabling the trainee not only to learn
the system's functionality, but also the
appearance of the system on board.
To achieve the training objectives, TINS
sensor data maybe either simulated from the
simulator or by pre-recorded TINS logs. This
option will also be presented by Transas
specialists at Posidonia this year.
Also the concept of integration will be
presented with Transas improved generation
of on board equipment - a new 4000 series
Navi-Sailor ECDIS (multifunction display),
Chart-Radar and Navi-Conning.
Transas' Navi-Sailor ECDIS 4000 (MfD) -
the kingpin of the series - combines type-
approved ECDIS, Chart-Radar, Conning
Display, the Chart Assistant utility and SPOS
weather module giving the navigator the
option of switching between applications at
the touch of a button.
The improved functions of every system
combined together lead to an unprecedented
multiplicity effect, the company said. The
navigator-friendly environment for the 'one
man bridge' operation reduces workload and
stress, while chart correction, route and user
database synchronisation is available at all the
workstations and applications; and the sensor
redundancy and dual network ensures data
integrity and reliability for network
configuration. TO
35

A product tanker
for all seasons
The fourth in a series of innovative Ice Class Panamax products tankers (LR1) left the
Brodosplit shipyard in Croatia on 7th May to load her first cargo in Turkey.
uilt for interests connected with
B Gothenburg-based Marinvest, the
74,999 dwt product tanker Mariann
was designed by Marinvest and is
fitted with several innovative features.
Mariann is of double hull construction and
being designated 1A Ice Class by DNV, means
the vessel can sail through ice of up to 1 m
thick. This should make year round Baltic
operations possible as products are exported
from ports such as the Russian terminals at
Primorsk and Vysotsk as the Russians wish to
avoid using the ice free ports in Latvia and
Lithuania to cut costs.
Marinvest claimed that the vessels'
operating costs were the same as for non ice
class tankers.
She has been designed to DNV's older
notation meant for 20 years' trading in the
June 2008 z TANKEROperator
TECHNOLOGY - SHIP DESCRIPTION
North Atlantic, which is equal to 25 years
under the recently introduced Common
Structural Rules (CSR).
Her full class notation is - DNV +1A1,
Tanker for Oil, ESP, ICE 1A, E0, NAUT-OC,
LCS-DC, VCS-2, COAT-2, ETC, TMON,
Nauticus (Newbuilding).
She and her sisters have been built to
Panamax dimensions and have a cargo capacity
of 85,659 cu m, which means that the vessels
can load up to 55,000 tonnes of naphtha.
Marinvest had found that many LR1 types do
not have sufficient capacity to load low density
cargoes, such as naphtha and condensates.
The full deadweight of 74,999 tonnes at a
scantling draft of 14.2 m allows for a full
cargo of diesel. For cargoes having a density
of up to 0.87 of the full volume, 83,900 cu m
at 98% load can be lifted, which includes
cargoes such as gasoline and diesel.
At 61,000 dwt on a design draft of 12.2 m,
a large cargo carrying capacity is available for
shallower ports and harbours, which reduces
the need for lightering operations. The vessel's
overall length of 228.6 m is also claimed to be
an important factor in some ports and
harbours, especially in the US, due to current
berthing restrictions.
The manifold height of 14.5 m in ballast
makes it easier for the vessels to call at more
terminals as in many places the loading
system can only accommodate manifolds of
up to 15 m in height.
Each vessels has been fitted with 12 cargo
tanks, two slop tanks and a residual tank. The
slop tanks can be used for cargoes and their
residues will be contained in the residue tank.
One of these vessels' innovations is that
37
TECHNOLOGY - SHIP DESCRIPTION

rules for ballast tank coatings.

Mariann’s deck was covered with two extra coatings to mitigate the threat of corrosion
and thus reduce maintenance costs.
they has been fitted with corrugated bulkheads
and with a large cubic metre tank capacity,
this gives them added flexibility to load larger
volumes of low density cargoes, such as
naphtha and condensates, Marinvest claimed.
Also by using Framo submerged pumps and
deckheaters, a variety of cargo parcels can be
shipped. High discharge rates can also be
achieved as up to six cargo pumps can be used
simultaneously and even more with the right
mix of lighter cargoes.
Heated cargoes can be handled efficiently
without the need to fit heating coils, which
would make the task of tank cleaning that
much more difficult. The cargo and slop tanks
were coated with Sigma Guard 745 phenolic
epoxy, which is claimed to give good resistance
to all types of cargoes, while the ballast tanks
were treated with Sigma Prime 800 epoxy
coatings and they fulfil the forthcoming IMO
As for the hull, this was coated with Sigma
Ecofleet 290 tbt free self-polishing anti-
fouling, while the deck has been covered with
two extra coats to avoid corrosion and to
reduce the cost of maintenance. Cathelco
supplied the cathodic protection system.
Marinvest claimed that with the combination
of the cargo capacity together with clean
internal areas, cargo pumping and heating, plus
the tank cleaning arrangements, these vessels
are more flexible that most of the other product
tankers in the Panamax range.
A Saab tank gauging system was installed
giving real time data as was a Lyngso
automation system. Teknotherm supplied the
vessels' HVAC system. Fixed tank cleaning
machines were supplied by ScanJet and Jowa
supplied the oily bilge water separator.
Environmental and safety issues have also
been built into the design. For example, all
the fuel and diesel tanks have double sides
and bottoms, while all the service and engine
room storage tanks were designed with a
cofferdam separating them from the vessels'
outer skin. Marinvest said that this design
exceeded the forthcoming IMO requirements,
which will make double skin for bunker tanks
mandatory. Even the lubricating oils are kept
in a protected location.
To further enhance safety, Marinvest has
designed a 'take-me-home' system for
emergency propulsion, which is claimed to be
the first of its kind to be fitted to a 2-stroke
main engine.

Principal Particulars Mariann

Class Notation…DNV+1A1, TANKER FOR OIL, ESP, ICE 1A, E0, NAUT-OC, LCS-DC, VCS-2, COAT-2, ETC,
TMON, NAUTICUS (NEWBUILDING)
Length, overall 228.50 m Marinvest Fleet Deployment
Length, bp 220.00 m
Breadth, moulded 32.24 m Name dwt built charterer
Depth 20.45 m
Design draft, moulded 12.20 m Kirsten 83,600 88 Waterfront
Summer draft 14.18 m Northern Bell 83,600 90 LR 1 Pool (TORM)
Deadweight at design draft 61,280 t Marinex 31,206 94 Waterfront
Deadweight at summer draft 74,999 t Eternal Diligence* 74,000 06 LR1 Pool (TORM)
Main engine Brodosplit MAN 6S60MC-C
Eternal Pride* 74,000 06 LR1 Pool (TORM)
Output 13,560 kW at 105 rev/min
Trial speed at 85% MCR 16.4 kn Marilee 74,999 06 Eiger Shipping
GRT 42,835 Maribel 74,999 07 Eiger Shipping
NRT 22,045 Mari Ugland 74,999 08 LR1 Pool (TORM)
Mariann 74,999 08 LR1 Pool (TORM)
Tank Capacities Yd No 456** 74,999 08 LR1 Pool (TORM)
Cargo at 98% 83,960 cu m Yd No 457** 74,999 08 LR1 Pool (TORM)
Ballast at 100% 31,818 cu m
HFO 2,228 t
*Chartered in
MDO 164 t
**To be operated in LR1 Pool unless long term timecharters
Fresh water 245 cu m
arranged elsewhere.
(plus 425 cu m for tank washing)

38 TANKEROperator z June 2008

 www.marinvest.se
Marinvest provides uncompromised quality as
manager for international investment consortia
of which Skagerack Invest is the largest.

Marinvest specializes in larger

product tankers and has designed,
contracted and supervised the
building of the Marinvest class
LR1, ICE class 1A, product tankers.

Marinvest manages seven existing vessels

transporting all types of refined petroleum
products plus easy chemicals and vegetable oils.

Marinvest will take delivery of a further pair of ICE 1A, LR1 product
tankers completing a series of six ICE classed environmentally friendly
modern product tankers with focus on flexibility.

Marinvest has since 2004 a productive and mutually rewarding cooperation with Sirius
Rederi, a shipowning company from Donsö with the same focus as Marinvest on quality.
TECHNOLOGY - SHIP DESCRIPTION

Tank capacity and general arrangement drawings.

S W L 15 t
5,0 -25,0 m

WINCH

ONLY
1

40 TANKEROperator z June 2008


Using the hydraulic power from the Framo
cargo pumping system (see page 46), the so
called PTI can power the tanker at a speed of
around nine to 10 knots, depending on the
weather conditions. When combined with a
controllable pitch propeller (CPP), this system
gives good manoeuvrability and power
control, Marinvest said. Thus propulsive
power can also be maintained during engine
shut downs for maintenance purposes.
Marinvest has patented this system and claimed
that connecting it is easy and only takes between
10 and 20 minutes to attach (see page 43).
Ballast water piping has also been arranged
for the fitting of a future ballast water
treatment plant, once the final approval is
given by the IMO. Marinvest said that that
until a greater number of systems have been
type-tested and the results published, the
company will continue to use standard water
exchange systems.
A Rolls-Royce Kamewa CPP was chosen to
enhance the vessels' performance in ice. It is
an anti-clockwise (right handed) 4-bladed
propeller having a diameter of 6,800 mm.
Marinvest explained that a CPP gave a better
thrust when operating at low speed in ice
June 2008 z TANKEROperator
TECHNOLOGY - SHIP DESCRIPTION
conditions and were also less prone to damage
as the blades always hit the ice with the
thicker edge leading. The CPP can also
optimise performance during part load
conditions and gives extra manoeuvrability in
harbours and while operating at single buoy
moorings, the company explained.
The design of the hull was also optimised
with transverse ice framing to reduce the
weight increase caused by ice strengthening.
The reduced weight will reduce fuel
consumption and can mean the option of a
larger cargo carrying capacity at a given draft.
By opting for a CPP at the design stage, the
size of the main engine could be the same as
that used for open water operations, meaning
that by not fitting a larger engine, the
operating costs can be kept at the same level
as for ice class vessels of the same type. The
engine need not go into reverse for the vessel
to go astern using this system.
The Rolls-Royce steering gear is an electro-
hydraulic rotary vane type.
Propulsion
Each of the quartet is powered by a Brodosplit
MAN 6S60MC-C, 2-stroke, crosshead type,
non-reversible, six-cylinder, 600 mm bore,
2,400 mm stroke diesel engine, developing
13,560 kW at 105 rev/min.
Three generators driven by MAN 6L23/30H
diesel engines, each developing 1,137 kVA
(910 kW) at 900 rev/min, make up the
auxiliary machinery. An emergency generator
is also fitted driven by a 310 kVA (248 kW)
diesel engine.
A foam fire fighting system was fitted in
the engine room, which is claimed to be safe
and environmentally friendly. The use of
high expansion foam is an efficient,
environmentally friendly tool as it is safeto
release while the crew is in the vicinity as it
will not be a danger to their health and
reduces the time needed before initiating
fire fighting efforts when compared
with CO2.
The Blohm + Voss propeller shaft stern
tube seal has been fitted with an air pocket
to eliminate the risk of oil leakages into
the sea. Leakage from propeller shafts is
one of the remaining 'oil into water' problems
at sea.
Sperre provided the starting air compressor,
while TPK-NOVA supplied the boilers.
41

closed gauging
The HERMetic
UTImeter Gtex is a
portable electronic
level gauge for closed
gas tight operation
resulting in increased
safety and efficiency.
The unit is used for custody transfer,
inventory control measurement and
free water detection on marine vessels.
Connected to a HERMetic vapour con-
trol valve, the UTImeter Gtex avoids
any gas release during operation and
enables 3, optionally 4 measurements
in one single operation, Ullage,
Temperature, Oil-water interface level
and Innage. By increasing safety and
efficiency, Honeywell Enraf Tanksystem
helps customers improve business
performance.
For more information visit our website
www.tanksystem.com or call +41 26 919 15 00
© 2008 Honeywell International, Inc. All rights reserved
TECHNOLOGY - SHIP DESCRIPTION
Navigation
On the bridge, the vessels were fitted with a SAM Electronics
integrated navigation system with a pilot-co-pilot arrangement
utilising dual ECDIS for paperless navigation. The bridge equipment
and layout has been designed for a one-man bridge operation to
NAUT-AW class notation. However, as this is not possible today, this
class notation was not included on the certificate, but all the
equipment necessary is fitted.
Automation systems have been fitted to the engine room and for
cargo handling, while an always on-line C-band SEVSAT satcom has
been included giving internet and e-mail access 24/7 for the seafarers
and enables efficient communications between ship and shore. This
communication link also enables remote analysis, upgrade and repair
on different systems on board possible.
The vessels are also fitted with an Inmarsat Fleet 77, a mh/hf
transceiver, DSC scanning watch receiver and a Satcom C unit with
VDU, keyboard and printer, two SAT EPIRBS, plus radiotelephones/
telephones and transponders.
The bridge has been designed for an almost 360 deg vision and is
offset to allow vision to the stern, a necessity when transiting the
Panama Canal.
For mooring purposes, 16 winches have been provided as it was
found that many terminals were now asking for eight plus eight
mooring winches to be used. A MacGregor hose handling crane has
been installed amidships.
The Mariann has been built with a 'Green Passport' in mind as all
the dangerous materials to be found on board have been listed.
The first vessel in the series - Marilee - was delivered in
September 2006. She was followed by the Maribel in April 2007 and
the Mari Ugland in February of this year. The Mariann was delivered
last month.
All the vessels are technically managed and crewed by Thome Ship
Management in Singapore, with whom Marinvest has had a working
relationship for several years.
Thome has a controlling fleet manager looking after Marinvest's
interests and each superintendent should have responsibility for a
maximum of three vessels. The shipmanager has also put three cadets
on each vessel - one engineer, one deck and an electrician adding to
the 23 crew already on board. Marinvest has its own manning pool
within the Thome organisation.
The vessels have accommodation for 30 persons, plus six Suez
Canal riding crew.
Thome is shortly to join Intertanko's Tanker Officer Training
Standard (TOTS) and Lars Mossberg, Marinvest ceo used to sit on the
organisation’s vetting committee and is now a Council member.
Mossberg explained that the reason for opting for Ice Class came
from a charter requirement from Finnish oil company Neste in
October 2002.
Adding to the four in service, another two vessels in the series
are currently under construction at Split. One (No 456) is already
afloat while the other (No 457) is due to be launched at the
beginning of July.
Marinvest intends to have three drydocks every 10 years policy on a
four, three and three years basis and the vessels could be converted into
IMO III types in the future if necessary.
Mariann is one of three, plus two chartered in Panamaxes,
operating in TORM's LR1 pool. She was fixed for her first clean
cargo, loading in Turkey for the Persian Gulf and having left the
yard to undertake trials of its PTI system on 7th May called in
Greece for bunkers. TO
TANKEROperator z June 2008

‘Help Me Home’ drive for slow speed diesel engines
Cargo owners and charterers are
increasingly focusing on safety,
including the operation of the
main propulsion machinery.
A certain number of ships with geared
medium speed engines have been fitted with
'help me home' emergency drive, usually by
means of an electric motor connected via a
clutch to a suitable pinion shaft in the gear
box (PTI). In normal service the motor serves
as a shaft generator (PTO).
The installation of emergency drive in a
ship fitted with a slow speed main engine
requires a different solution. This is due to the
high torque, high power and low rev/min, both
in normal and emergency mode.
For its four newbuildings at Brodosplit,
Marinvest has developed a different type of
emergency drive for slow speed main diesel
engines. The system works equally well with
fixed pitch and CP propellers.
Apart from being an emergency drive
system, it may also allow maintenance work
to be carried out on the main engine with the
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June 2008 z TANKEROperator
TECHNOLOGY - SHIP DESCRIPTION
emergency drive system being on stand-by
during loading/discharge operations.
The emergency drive power is taken from
the hydraulic system for the cargo discharge,
with a hydraulic flow of 5,700 litres per min
at 250 bar giving about 2,400 kW. Four
Hägglunds Compact high torque hydraulic
motors drive a drum on the intermediate shaft
by means of a chain drive at about 65 rev/min.
The drum is normally free from the shaft. In
emergency drive mode the drum is connected
to the shaft by friction bolts allowing a
connection at any angular position.
The main engine must of course be
disconnected from the shaft. This is achieved
by means of a special disconnector located at
a flange in the intermediate shafting. The
disconnector will allow free rotation of the
intermediate shaft and propeller with the main
engine at stand still. At the same time the
propeller thrust will be transmitted to the main
engine thrust bearing. The disconnector is
relatively small having a length 750 mm and a
diameter of 1,000 mm. The ‘help me home’ PTI system.
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43
TECHNOLOGY - SHIP DESCRIPTION
The CPP, shaft and PTI system.
The disconnector transmits the propeller
thrust by using two spherical roller bearings.
Between the disconnector and the shaft flange
there is a gap of 5 mm. The shaft torque in
normal mode of operation will be transmitted
across the gap by 10 cylindrical dowels fitted
radially in grooves in each flange surface. The
flange bolts are not fitted bolts but have a
liberal radial play.
When the bolts have been tightened the
shaft torque in normal drive mode is being
transmitted across the gap by shear forces in
the radial dowels. When the nuts of the
flange bolts have been released the bolts can
easily be unscrewed by hand. There will be
no problems encountered such as the
withdrawal of fitted bolts. Following this,
the radial dowels are also taken out. The
propeller is now free from the main engine
and may be rotated by hydraulic motors, or
44
Brodosplit is also building tankers for Tankerska Plovidba.
another drive arrangement along the
intermediate shaft.
The engine room staff can change over to
emergency drive in less than 20 minutes,
using ordinary hand tools, even given a shaft
of diameter of 500 mm. The system weighs
around two tonnes.
Sea trials have confirmed a speed in
emergency drive mode of more than 10 knots
with only the auxiliary machinery running.
Marinvest chose a chain drive to transmit
power to the intermediate shaft. Other
solutions can also be used. This was chosen
since there was a significant hydraulic power
already available on board. In other cases
electric drive may be used.
This disconnector is patent protected and is
the property of Marinvest Engineering. The
company said that it is keen to invite
prospective licensees and other interested
parties for discussions on marketing this
TO
system to third parties.
Marinvest chose a
chain drive to transmit
power to the
intermediate shaft.
TANKEROperator z June 2008
 TECHNOLOGY - SHIP DESCRIPTION

Marinvest – a history
Marinvest can trace its history Intertanko and the Swedish Shipowners'
back to 1988 when Lars Association and together with the
Mossberg founded the company. newbuildings, manages eight LR1s valued at
He had left his previous position around $500 mill. Mossberg said he hadn't
as executive vice president of ruled out investing in another two LR1s in
Zenit Shipping. the future.
In 1990, Per Johansson joined Mossberg as a The first of the newbuildings cost in excess
partner bringing with him financial expertise of $40 mill each, but due to the enhancements
and today he is Marinvest's cfo. fitted on board the latter two and the general
Some seven years later, Marinvest attracted increase in raw materials, the newbuilding
investors to form LR Shipholding of Bermuda costs had risen.
specifically to purchase the LR1 product Marinvest also has a 50% stake in Donso-
tankers - Northern Bell and Panda. In 2000 based chemical tanker owner Sirius Rederi.
and 2001, additional Panamax tonnage was All the LR1s under Marinvest's
acquired, which entered TORM's LR1 pool. management are claimed to have "special
In 2004, LR Shipholding gave Marinvest advantages" over more standard tanker
the mandate to order the four vessels from tonnage. For example, the Kirsten and
Brodosplit, Croatia. In connection with this Northern Bell have the chemical certification
order, LR Shipholding formed Skagerack IMO III, which means that they can carry
Invest and its 75% owned subsidiary, LR vegetable oils and easy chemicals, including
ICE Shipholding. methanol, apart from petroleum products. Marinvest’s Roger Karlsson and
Lars Mossberg
During the spring of 2006, Skagerack As for employment, the Northern Bell, Mari
agreed to acquire another two LR1s from Ulgand and Mariann, plus the chartered in Kirsten is on a long term charter to
the shipyard. Eternal Pride and Eternal Diligence are Waterfront, a subsidiary of Methanex and is
Today, Marinvest is an active member of operating in the TORM managed LR1 pool. dedicated to the methanol shipment trade,
primarily sailing in the Atlantic.
The first of the Split newbuildings -
Marilee- was handed over directly to Eiger
Marinvest at a Glance Shipping, a subsidiary of Lukoil, on a three
year timecharter. The charterer wanted the
vessel for Baltic trading thus taking advantage
1988 Founded by Lars Mossberg 2003 Entered into two
of her Ice Class 1A status.
timecharter contracts with
Unless they are fixed to other interests, the
1988-89 Invested in Panamax a 50% share in each
two newbuildings will also join the LR1 pool
bulkers
once they are delivered this year.
2004 The four LR1s contracted
Marinvest also operates the 31,200 dwt
1989 Purchase of Northern Bell at Split
tanker Marinex.
newbuilding contract Maribel sold
Mossberg told TANKEROperator that the
Purchase of 50% in Sirius
company preferred to be involved with LR1s
1992 Purchase of Maribel Rederi
due to their greater flexibility and would
continue on that path. The companies involved
1994 Purchase of Marilee 2005 Purchase of 50% in Kirsten
own around 50% of the vessels with other
Panda sold
private investors taking the remainder.
1996 Sale of Marilee
He also said that he was a champion of
2006 Delivery of Marilee
continuous improvement and was chairman of
1997 Concentrated on LR1s
Intertanko's vetting committee and has served
Panda purchased 2007 Delivery of Maribel
his maximum term on the executive
Two more LR1s contracted
committee. Today he is a member of the
2000 Purchase of 50% in Delivery of Marinex
Council. His company is ISO 9000:2000
Kirsten Sale of Maritina
certificated.
Commenting on the large chemical/
2001 Purchase of Mariella, 2008 Sale of Mariella
product orderbook, Mossberg said; "The
Maritina Delivery of Mari Ugland
devil lies in the detail", meaning that some
Delivery of Mariann
of the vessels are more technically
sophisticated than others. TO

June 2008 z TANKEROperator 45

TECHNOLOGY - SHIP DESCRIPTION
Brodosplit - a nervous future
By and large, the five Croatian
state owned yards are in a state
of flux, not too dissimilar to the
Polish shipbuilding industry.
This is due to the forthcoming entry into the
European union, whereby the yards
theoretically loose their subsidies.
"We have to learn how to adjust to the EU
rules”, said Srecko Kurtovic, Brodosplit sales
manager. The subsidies are currently running
at 7% for 2008-09, dropping to 6% in 2010.
However, the following year they will become
zero under EU legislation.
A restructuring programme has been put to
the Croatian government while the possibility
of privatisation has been discussed for several
years Kurtovic thought that as a result, at least
one yard could close.
The shipyard employs about 3,000 people,
while the whole Brodosplit group has 4,000
employees on its books, plus sub-contractors.
Kurtovic said that the aim of the yard was
to concentrate on improving product ranges as
much as possible, to improve efficiency and to
be financially viable. Also the yard's
equipment needed upgrading, especially the
craneage.
At present there are two slipways at Split -
one up to Suezmax dimensions (the maximum
size handled) and a smaller slipway of around
160 m in length. The future of the smaller one
could be in doubt if the restructuring
programme gets the go ahead.
Framo pumping systems
Norwegian pump designer and
manufacturer Framo supplied of
the complete cargo pumping
system, including deck mounted
cargo heat exchangers, for the
six Split newbuildings.
The cargo pumping system comprised
following equipment:
„ 12 submerged cargo pumps, type
SD300, each with a capacity of 1.000 cu
m per hour.
„ Two submerged cargo pumps, type
SD150 for slop tanks, each of 300 cu m
per hour.
„ One submerged cargo pump, type
SD100 for the retention tank, rated at 80
46
The last vessel on its books is a Stena 'P'
type products tanker, which is due to be
handed over in the first quarter of 2010. The
yard recently secured a couple of bulk carriers
for domestic owners.
Six 65,000 dwt Ice Class 1B Stena 'P's have
already been handed over and including the
last one, another four are due to be built. As
well as the Marinvest and Prime Marine
Management Panamaxes of which there are
four to come, Brodosplit is building two
Aframaxes for Zadar-based Tankerska
Plovidba and two BC-52 type bulkers for local
Split-based shipping company Jadroplov.
At present, Brodosplit is looking to get
back into the more sophisticated shipbuilding
market, vessels such as dredgers, ropaxes,
passenger ferries, reefers, offshore vessels
and others, as it realises it can no longer
compete with the rapidly expanding Asian
yards for standard type vessels, such as
bulkers and tankers.
The yard claimed that it did not produce
any standard vessels as such as the the in-
house design team will work closely with a
shipowner to incorporate his of her ideas as
Brodosplit’s sales manager Srecko
was the case with the four Marinvest Kurtovic.
Panamaxes.
"We prefer to build using a 'from design to In 2006 and 2007, the Split yard delivered
delivery' strategy for all the vessels coming 11 vessels of which 10 were product tankers.
out of the yard. We believe the yard's tailor The remaining ship was rather unusual in that
made approach to design is a very important it was a 2,000 dwt product tanker/ro-ro hybrid
aspect of the business,” Kurtovic said. built for Greek island operations. „
cu m per hour.
„ One transportable pump, type TK 150.
„ Two submerged ballast pumps type SB
400, each rated at 1,500 cu m per hour.
„ Hydraulic power unit, comprising a
combination of diesel/hydraulic and
electro/hydraulic power packs, arranged
on a common skid. Total rating of this
power unit is 2,855 kW giving a
discharge rate of 6.000 cu m per hour.
„ Control /monitoring system for all
pumps and hydraulic power unit.
„ Complete hydraulic piping system.
„ 12 Deck mounted cargo heaters.
The slop tank pumps can also be converted
to cargo tank pumps.
A Framo cargo pump.
TANKEROperator z June 2008
 One tank Frank Mohn AS, located outside Bergen
in western Norway, is the leading supplier of
submerged cargo pumps to the world tanker market.

One pump More than 32.000 Framo submerged cargo pumps

are in service onboard some 2.200 tankers.

One supplier In 2007 alone 240 complete cargo pumping systems

were commissioned.

Framo Carg
rgo Pumping Sys
ystem

Re e Contro
rol
Hyd
ydra
raulic Piping ng
o Hea
Hyd
ydra
ra For
Deck

Hyd
ydra
raulic wer Unit

Sub erg
rged Ba ast
st Pump
ps

Subm rged Carg p ow Thrust

Frank Mohn AS
P.O.Box 98 Slåtthaug - NO-5851 Bergen - Norway
tel. +47 55 999 000 - fax +47 55 999 380
marine@framo.no
www.framo.no
TECHNOLOGY - SHIP DESCRIPTION IN PICTURES

The cargo tanks were coated with phenolic epoxy. Mariann’s deck layout.

SEVSAT cabinet with two phones. A Framo deck heater.

ƒ Custom built and series product

ƒ Technically reliable
ƒ Well proven designs
ƒ Continuous technical development
ƒ Dependable partner
ƒ Customer oriented approach

DAMEN DOUBLE HULL OIL TANKER MTS ‘SHANNON FISHER’

STANDARD OF EXCELLENCE DAMEN SHIPYARDS BERGUM Member of the DAMEN SHIPYARDS GROUP
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CUSTOM BUILT IN SERIES PRODUCTION 9250 AA Bergum fax +31 (0)511 46 42 59 www.damen-bergum.nl
The Netherlands

48 TANKEROperator z June 2008

 TECHNOLOGY - SHIP DESCRIPTION IN PICTURES

Marinvest’s Yd No 457 on the slipway. The port of registry reflects the home of
the investors.

Engine control room

What the hull is happening?!

The CASPER® Service provides technical managers with the information they need to
sustain highest propulsion efficiency in a changing technology environment for drydock
treatment, planned maintenance and performance monitoring systems.

www.propulsiondynamics.com

Hull Performance Monitoring U Fuel Conservation U Emissions Reduction

©2008 Propulsion Dynamics, Inc. All rights reserved.
OL  GI    

June 2008 z TANKEROperator 49

TECHNOLOGY - SHIPREPAIR & MAINTENANCE

A week in the life of

a special VLCC
The world's first double hull VLCC recently completed her third special survey,
following 15 years in service.*
n 28th February, the VLCC of a rolling survey programme, which started any cracks appearing in double hull tankers

O Arosa entered the No 1 drydock

at Drydocks World- Dubai to
embark on her third special
survey under the watchful eye of Lloyd's
Register's surveyors.
Managed by Neda Maritime Agency
(Lykiardopulo), Arosa was somewhat unique
as she was the first double hull VLCC to be
built when handed over by Hitachi Zosen in
February 1993. She had a carrying capacity of
291,000 tonnes when delivered.
The latest drydocking was the culmination
in 2007 and was carried out at sea, in
Singapore where her cargo tanks were
surveyed and in Fujairah where her ballast
tanks were examined.
At the time of her construction, in the
aftermath of OPA 90, the IMO was still
undecided on a standard for double hull
construction and the concept was being met
with considerable resistance from some
quarters.
For example, cracks had been experienced
in single hull tankers and it was assumed that
would result in a leakage of oil from the cargo
tanks to the ballast tanks with the risk of
pollution and even explosion. There was also
the question as to how the confined double
hull spaces would be maintained or properly
inspected.
Against this background, Neda placed an
order for a single hull tanker with Hitachi in
1989 with an option attached to change her to
a double hull tanker. The IMO had set itself a
deadline of 1991 to resolve the double hull
debate and so the managers had to double

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50 TANKEROperator z June 2008

 TECHNOLOGY - SHIPREPAIR & MAINTENANCE

guess the outcome, in the end opting for a class requirements. Problems, such as how At the time, detractors were saying that
double hull design based upon noises coming to detect cracking in the cargo containment cracking would occur between the inner and
out of the US. area, which would allow oil to seep into the outer hulls. However, Vagliano explained that
Neda claimed that it enjoyed excellent co- ballast tanks was solved by following the the team had the history of chemical tankers
operation with LR and Hitachi on the project. example seen in double hull LNGCs. as a precedent and there were no cracks
To meet the challenge of operating the world's Dipping of the cargo tanks on a ship of this appearing in their double hull configuration.
first double hull VLCC, Neda subjected Arosa size would have been totally impractical, The design team also examined the
to a strict maintenance schedule and so Vagliano adapted the gas carrier system theoretical arguments, which said that a
standards. This was underpinned by the for testing a ballast tank's atmosphere for tanker's integrity depended on the loads and
vessel's manning levels, which at the time leaks, by adjusting it to be sensitive to crude stresses being continuous. Single hull
could have been as low as 12 to look after the oil gases. tankers were always subject to the effects of
bridge, engine room, perform deck
duties, oversee cargo control and
staff the galley. Arosa was fitted
with a fully automated engine room
and a well instrumented bridge
layout to comply with 12-crew
regulations.
However, Neda insisted on
employing 35 persons on board. She
carried an additional electrician and
pump man and to keep on top of the
hull, tank and machinery
maintenance, the managers put a five
strong coating and maintenance
riding crew on board, which were
permanently assigned to the
inspection and maintenance of the
coating system.
Neda's naval architect, Gerry
Vagliano, who was mainly

6OYAGER
responsible for the VLCC's design
said that he had assured the
managers that Arosa would reach her
fourth special survey without the
need of one kilo of replacement
steel. On completion of her third
special survey, Vagliano's forecast
was still on target, it was claimed.
He explained that the design team
%XCEPTIONBASED
made several unilateral decisions. REMOTEMACHINEMONITORING
For example, the double bottom
would be 3 m and the width of the
side spaces 2.44 m, which later
became an industry standard.
Stringers in the ballast tanks were
arranged in three levels, which could )NSTANTFAULTDISPLAYFORSHIPSSTAFF
also be used as inspection and
maintenance platforms. Also -ONITORS3HIP4URBOCHARGERS
(EAD/FFICE
calculated was the number of tanks ANDCRITICALMACHINERY #OMMERCIAL2OAD4OTTON
that could be damaged before the
AUTOMATICALLYUSINGUNIQUE 3OUTHAMPTON3/!!5+
tanker's stability would be
compromised. WEBBASEDMANAGEMENT 4EL 
%MAILENQUIRIES RCMMARINECOM
REPORTINGSYSTEM
LNGC experience 4ECHNICAL/FFICE
The inner hull was also built to the &ULLYUSEABLEBYUNTRAINEDSTAFF 5NIT7OODROW"USINESS#ENTRE
same strength as the outer one and 7OODROW7AY
)RLAM-..5+
the ship was specified with a raking
damage over 75% of her length,
WWWRCMMARINECOM 4EL 

which was in excess of previous

June 2008 z TANKEROperator 51


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(e.g. IMO, USCG, Saint Lawrence Seaway, Australia,
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• Under Development – Target Release September 2008.
• Contact gbms@glosten.com for more information.
SHIPREPAIR & MAINTENANCE
discontinuous load, purely by virtue of their design.
On a single hull vessel, the run of the cargo wing tanks is broken
twice on each side by four ballast tanks. When the cargo tanks are full,
the ballast tanks are empty and vice versa. This causes undue stress on
the hull plates especially in heavy weather as the plates covering the
empty tanks flex causing cracking along the bulkheads that divide the
full tanks from the empty ones.
However, on a double hull tanker, this problem would not arise as the
run of the outer ballast tanks are either continuously
full or empty.
Importance of coatings
Vagliano also stressed the importance of looking after the coatings. He
explained that six months after delivery, the coating systems fitters
continuously worked on board Arosa, looking for blisters and
upgrading an maintaining the coating. It was the chief officer's
responsibility to monitor the inspections, which proved to be a never
ending job.
While the vessel is in service, no uncoated areas are permitted. Every
rusty edge is touched up as soon as it appears. This not only applied to
the deck and deck fixtures, but also to the ballast and cargo tanks.
When in a laden condition, the ballast tanks are regularly maintained.
The access to all the tank areas was made possible by the addition of
the stringers. Removable aluminium ladders had rubber covered ends
fitted to protect them from damage. The main ladders between the
stringers are of a strong construction and their coatings are strictly
monitored for possible corrosion.
This penchant for cleanliness is also extended to the pump room
where on most tankers, a build up of oil residue is common as is
sludge in the bilges. However, the rules on the Arosa require that
the pump room be totally clean and being painted entirely in white,
any contamination can clearly be seen.
A similar regime applies to the engine room where clean deck
plates are required and the bilges devoid of leakages. Discarded rags
are not allowed, neither are temporary solutions as everything has to
be repaired promptly.
On deck, all the VLCCs hawsers and wires on the drums have to
be covered with a canvas to protect them from the sun and spray.
All the pipelines are marked with the last test and inspection dates
and all valves and flanged joints are fitted with Denso wrapping for
protection against corrosion, which is expensive but efficient, the
company claimed.
The Dubai repair complex with Dubai Maritime City in the
background.
TANKEROperator z June 2008
 SHIPREPAIR & MAINTENANCE

The Arosa's coatings were well maintained.

For movement on deck, safe lines are marked by white lines and are
coated with anti-slip paint, while all the obstacles are highlighted in
bright yellow. The entire deck area around the anchor windlasses and
mooring equipment on the forepeak are also similarly covered.
During the drydocking, the propeller was removed and the tail shaft
tested. In the engine room, the main engine fuel oil pumps, turbochargers
and air coolers were all stripped down. The bilge water discharge system
was also inspected.
Arosa was scheduled to remain in Dubai for just seven days. The
speed of the operation was helped by pre-survey planning co-ordinated
by LR EMEA from its Asia offices in Singapore and in Dubai, which
enabled much of the survey work to be undertaken while the tanker was
still operating. The vessel also benefited from LR's condition assessment
programme (CAP) service.
As tankers get older, they have to have a CAP certificate and also
have to satisfy MARPOL, SOLAS and major oil charterers'
requirements and in the Arosa's case, the Greek flag regulations.
LR's CAP includes the assessment of the hull structure, machinery and
cargo systems.
Disruption to Arosa's operating schedule was avoided by carrying
out machinery inspections during a single voyage that ended with a
cargo discharge. LR explained; "Participation in our CAP ultimately
results in your ship acquiring an LR CAP rating. A ship which has been
through the programme and achieves a high CAP rating is easily
identifiable as being well maintained with many benefits for the owner
and charterer."

Inspection programme
In 2006, Arosa was put through an advanced hull measurement and close
up inspection programme conducted by LR. No diminution of steel,
fractures or weaknesses were found, which earned her a CAP1 rating,
which is the equivalent of a newbuild vessel for hull machinery and
cargo systems.
The method of close up cargo tank inspection involved a basic
process by which the surveyor accesses every corner
of the tanks' structures, which is called 'rafting' and not allowed while
a vessel is in drydock.

June 2008 z TANKEROperator 53

TECHNOLOGY - SHIPREPAIR & MAINTENANCE
John Etherington, LR EMEA's senior
surveyor at Dubai explained; "The
procedure involves filling the tank with
water, launching a dinghy into it and
paddling around in it (to carry out the
survey requirements).
"You then have to climb out of the tank.
The water is lowered, you go back in and do
the next level down. No one stays in the raft
in the tank when they are moving water,"
he concluded.
This practice saves the expense and time
of erecting staging inside the tank. However,
it does carry all the attendant risks of
operating in dark spaces surrounded by
obstacles that at any time could tip a less than
vigilant surveyor into heavily oiled and very
deep water.
Structurally, the ballast tank poses less of
a challenge. Integral stringers running along
the length of the ship and under the cargo
tanks to the centreline provide safe
companion ways down to the double
Need anchors and chains?
54
bottom, which has a clearance of 3 m
making inspection easy.
However, the weather can play its part as
the operation is relatively easy in
temperatures of around 19 deg C when the
Arosa was drydocked. But during the
summer months, the heat normally varies
between 45 deg and 55 deg C in Dubai. In
the vessel's tanks this can rise to 65 deg C
plus, meaning that after about 30 mins, a
surveyor can become like a wet rag and heat
exhaustion can set in.
While in dock, apart from the new hull anti-
fouling preparation and application, the other
major job below the waterline is the removal
of the propeller. The single cast bronze
propeller is jacked off and then tested for edge
damage, cavitation damage and cracks. The
blade roots are inspected visually and by using
ultra sound testing.
Mike Darley, one of LR's surveyors in
Dubai said; "Minor wear and tear can simply
be ground clear, but there are limits to which
www.wortelboer.nl
Pre-survey
planning was
co-ordinated by
LR EMEA from its
Singapore and
Dubai offices.
you can grind edge damage smooth. Beyond
that, with a single casting bronze propeller,
you need to get a new prop. And that is not
cheap, or easy to come by. A ship can be out
of service for a long time if it has to wait for a
new prop to be cast."
This is followed by the tailshaft inspection.
To accomplish this Dubai uses a technique
called Magnetic Particle Inspection, which
involves passing a current through the
tailshaft, which for a VLCC can be anything
from 800 cm to 1 m in diameter. It is then
sprayed with iron filings, which are
immediately magnetically trapped in any
crack and show up as a dark line.
Even relatively small cracks in a tailshaft
will be aggravated by the torque created by
the direction of drive from the engine and the
force of water acting against the propeller.
Naturally, any tailshaft failure would be
catastrophic.
Other new requirements were adhered to
during the drydocking, including an oil
TANKEROperator z June 2008
 TECHNOLOGY - SHIPREPAIR & MAINTENANCE

major edict that for the vetting process,

special chocks have to secure new
vapour emissions collection system (VECS).
The system will contain all the vapours
from the cargo tanks and then discharge
them ashore or into another vessel, instead
of allowing the vapours to vent into
the atmosphere.
Meanwhile, Arosa's master Captain Costas
Koulouris said that the activity going on
around him at Dubai was like that of a factory
floor. Apart from the general safety and
environmental responsibilities, the ship is in
the hands of the drydock superintendents.
"Even to do the smallest job, we have to ask
the drydock's ship manager for permission,"
he said.
Arosa's management company Neda
Maritime makes frequent visits to all of the 21 Arosa's Captain Costas Koulouris likened the activity in Dubai to that of a factory floor.

vessels - eight tankers and 13 bulkers. Each

superintendent has no more than three to four
vessels under his responsibility. All the ships'
officers are Greek and employed directly by
the company.
Neda claimed to be first company to
introduce e-mail access to all the crew
members. The crew can SMS and e-mail their
families and friends and this approach also *This article first appeared in Tanker
gives the vessels more contact with the Focus, published by Lloyd's Register.
shore office.
TANKEROperator is indebted to LR
Following her stint in drydock, Arosa was
fixed to load a cargo at Kharg Island for and Neda Maritime for their kind
discharge in China. „ permission to reproduce this article.

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June 2008 z TANKEROperator 55

TECHNOLOGY - SHIPREPAIR & MAINTENANCE
UMC opens in
Singapore
MC's managing director, Alan
U Trevarthen said, "The move into
Singapore is a natural
progression as part of our
expanding global footprint. Singapore's
geographical location represents an important
maritime hub where our core business of
afloat maintenance and repair services will be
maximised."
Attracting some 130,000 vessel calls
annually, Singapore has become a strategic
port, with vast traffic of oil and chemical
tankers, a leading shiprepair centre and nearly
40 shipyards able to accommodate some of
the largest vessels afloat.
A comprehensive underwater engineering
service is now available, including the mini
pamper hull cleaning vehicle, which has been
designed to successfully clean the new
generation of silicone based fouling release
coatings.
Trevarthen continued, "Hull cleaning now
represents a relatively small part of UMC's
business, but we still clean over 400 ships per
year around the world and have now
successfully cleaned more than 100 with
silicone based fouling release coatings. These
coatings are a challenge, but the years we
have invested working with major paint
companies, commercial shipping and naval
customers to hone our capabilities and gain
their approval is now paying off. It is very
satisfying to be able to introduce a proven hull
cleaning system into Singapore."
••••
56
Earlier this year, underwater
maintenance concern UMC
International started
operating in Singapore.
The UMC/MUM partnership is not an
entirely new union; the two companies have
had an ongoing relationship of technology
transfer and training for some 25 years.
MUM's spread of commercial and naval
customers and reliable resources provides a
good base in Singapore to ensure that quality
support is offered not only for routine
underwater maintenance such as survey,
propeller polishing and hull cleaning, but
also the more demanding services such as
the repair and replacement of damaged
hull plate, rudders, seals, propellers
and transducers.
Steve Tan MUM's co-owner and director
said, "The combined strengths of UMC and
MUM will enable us to deliver an
unparalleled quality and range of services to
our customers at a competitive price. This is a
very exciting development for all of us."
Prop blade change
Elsewhere, UMC Rotterdam has carried out
an underwater propeller blade change on a
37,048 dwt tanker at the port.
Earlier this year, the Dutch subsidiary was
called upon to carry out an underwater CCTV
inspection of the four-blade propeller.
This was done under the direction of the
attending propeller manufacturer and DNV
surveyor in order to determine the condition
of a previously-reported crack and cavitation
damage to the propeller blades.
Once the inspection report had been
verified, the UMC dive team performed an
underwater changeout to a blade that had
already been reported as damaged with
cavitation of up to 25 mm deep.
Some heavy-duty equipment including
pneumatic cycles and hammers had to be
employed in order to remove the unyielding
blade bolts. A small section of the rope guard
outer edge in-between the 10 and 2 o'clock
position was cut off in order to make way for
the new blade to be installed.
During the underwater inspection, the
UMC dive team was also tasked to carry out
grinding repairs on reported crack to a
second blade and arrange for non-destructive
testing (NDT).
The first ACFM crack examination, NDT
on the grinded areas did not pass inspection
and UMC divers were asked to polish the
rough edges of the crack.
Jean-Paul Engels, UMC continental
manager said, "We were able to use our
specialist underwater propeller polishing
equipment to achieve a smooth surface finish,
we can use abrasive sizes down to 360 grade
grit to produce a finish of 0.5-microns CLA
(0.5m Ra). After our polish the ACFM test
TANKEROperator z June 2008
 TECHNOLOGY - SHIPREPAIR & MAINTENANCE

“ “The combined strengths of UMC and

MUM will enable us to deliver an unparalleled
quality and range of services to our customers
at a competitive price.”
Steve Tan, co-owner and director, MUM
was successfully completed and no cracks
detected after the grinding work anywhere on
the blade area in way of the grinded out
crack," he concluded.
Next, the new blade was lowered into the
water and divers, using hydraulic tools,
tightened the bolts while maintaining torque
pressure.
The propeller was then turned 180 deg and
divers used compressed air to remove all
water from inside the bolt holes.
After closing the bolt heads the propeller
was again turned 180 deg in order to gain a 12
o'clock position. Divers then covered all
” with UMC.
securing bolts and locking bars with a two-
compound steel epoxy. Once the blade plugs
were secured, UMC was then instructed to
polish the propeller before a final DNV Class
inspection was carried out.
The underwater work took five days to
complete.
Trinidad move
In another move, a recent partnership was
formed between Trinidad-based Offshore
Technology Solutions Ltd (OTSL)
and UMC.
This initiative was prompted during the
latter part of last year, when UMC and
OTSL collaborated to clean three LNG
carriers that were laid up for a period of time
in Trinidad. The combined success of
UMC's mini pamper hull cleaning equipment
to tackle these large vessels in a short space
of time, prompted OTSL to form an alliance
Traditionally, OTSL provides diving,
marine construction and ROV services to
the offshore oil and gas industry, as well
as offering local resources for engineering
support.
A comprehensive underwater engineering
service is now available, including the mini
pamper hull-cleaning vehicle, which has been
designed to clean the new generation of
silicone based fouling release coatings.
This Caribbean partnership provides a good
base to ensure that quality support is offered
not only for routine underwater maintenance
such as survey, propeller polishing and hull
cleaning, but also for the more demanding
services such as the repair and replacement of
damaged hull plate, rudders, seals, propellers
TO
and transducers, the company said.

-!20/,!NNEX6)
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June 2008 z TANKEROperator 57

 MARINE EQUIPMENT

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 TECHNOLOGY - EMISSIONS

Intertanko examines
MARPOL Annex VI
During the Intertanko Istanbul event in April, the organisation’s Peter Swift and
Dragos Rauta gave their take on the theme of emissions following the recent
IMO announcement. (see TANKEROperator, May, page 4)
ARPOL Annex VI revised should include the bunker quotation and/or

M regulation 14 on SOx and

particulate matter (PM) ruled
on compliance through the fuel
only. Alternative methodologies were accepted
as what were called 'equivalent measures'.
The quality of marine fuel would also be
further improved. However, there will be no
shipboard measures to compensate a vessel
that does not receive and adequate supply of
the correct fuel.
Guidelines should be issued to assess
compliance if the Bunker Delivery Note
(BDN) is challenged by Port State Control or
subsequent laboratory test results.
As for regulation 4 - Equivalent Measures, an
administration may allow any fitting, material,
appliance or apparatus to be fitted on board or
other procedures, alternative fuels, or compliance
methods used as an alternative to that required by
the Annex providing that such methods are at
least as effective in terms of emissions reductions
as that required by the Annex.
correspondence; voyage plan; BDN; fuel
quality test report; notification(s); report or
indication that obtaining compliant fuel would
cause deviation, or undue delay to the ship.
Intertanko said that the IMO secretariat
should request the ISO to consider a revision
of a marine fuel oil specification (ISO 8217)
addressing:-
„ Air quality.
„ Ship safety.
„ Engine performance.
„ Crew health.
These together with recommendations should be
submitted to the IMO for future consideration
and, if feasible, report to MEPC 58.
Older engines
Moving onto NOx emissions, on a pre-2000
built engine, if it does not meet the Tier 1
NOx emission limitations, it will be subject to
measures only if there is an upgrading system
certified by a party to MARPOL Annex VI, or Peter Swift

Intertanko explained that his meant that the
administration and not the ship has to
acknowledge that the alternatives-
„ Have equivalent efficiency in terms of
SOx, PM and NOx.
„ Do not harm the environment.
„ Operate within the requirements of the
IMO guidelines.
As for revised Regulation 18 this says that
each party shall take all reasonable steps to
promote the availability of fuel oils to comply
with this Annex. If a ship is not compliant it
should present evidence or records claiming
that it tried to buy the compliant fuel in
accordance with the voyage plan.
A ship should not be required to deviate
from its voyage and should not be delayed if
evidence is provided and there should be no
measures taken against such a ship.
Also a ship should notify the administration
and the relevant port of call each time a
compliant fuel cannot be found.
As for the records or evidence taken, this
only if it certifies that such a system reduces
the emissions of that particular engine to Tier
1 limits.
Any upgrading system is to be considered as
commercially available 12 months after a party
to Annex VI deposits the notification on certi-
fication to the IMO. The upgrade should take
place at the vessel's first renewal survey after the
system becomes commercially available.
In the case that an upgrading system is not
available at the time of completion of the
renewal survey (the shipowner must have
document evidence to that effect), the flag would
give an extension to the next annual survey.
If the engine already meets Tier 1 NOx
emission limits, simple certification is
sufficient. As part of this process, it should be
checked that the upgrading system does not
decrease the engine rating by more than 1%,
does not increase the fuel consumption by
more than 2% and it has no other adverse
effect on the durability or reliability of the
engine. Upgrading to an acceptable
cost/benefit level should be calculated to a
cost efficiency formula.
The parameters for Tier II and Tier III (new
engines) were explained in the May issue of
TANKEROperator.
Intertanko said that there was the possibility
of a US ECA (formerly known as SECAs),
within 200 miles of the west coast US and an
undetermined distance on the east coast, or
Gulf coast, or the Great Lakes and St Lawrence
Seaway, or any combination of these.
The organisation reiterated the fact that it
welcomed this package and said that
Intertanko's goals had been fully achieved
namely that the revision will -
„ Ensure a solid platform of requirements.
„ Is realistic and feasible.
„ Will contribute to achieve a global, long
term and positive reduction of air
emissions from ships.
„ Will contribute to a long term and
predictable global regulatory regime. „

June 2008 z TANKEROperator 59

TECHNOLOGY - EMISSIONS
Emissions on ICS/ISF agenda
The International Chamber of
Shipping (ICS) and the
International Shipping
Federation (ISF) held their
Annual General Meeting in
Athens, from 19th to 21st May,
at the invitation of the Union of
Greek Shipowners.
The representatives of national shipowners'
associations from 40 countries discussed a
number of important issues, including
confirming their commitment to work with the
IMO in the delivery of practical solutions for
reducing the CO2 emissions of the 50,000
ships engaged in transporting around 90% of
all global trade.
Significantly, the meetings supported the
rapid development of a new and separate
section to Annex VI of the MARPOL
convention - the so called 'Part B' - to
address carbon emissions. This would provide
the fastest means of bringing a global
maritime CO2 regime into force, but without
delaying the introduction of new IMO rules
on sulphur emissions which are expected to
be adopted, again with full industry support,
in October 2008.
ICS/ISF chairman/president, Spyros M
Polemis, explained:
"The critical IMO meeting on Green
House Gas emissions in Oslo, at the end
of June, must make real progress on
developing a global framework for ships, in
order to present a coherent maritime
package, with realistic and practical
solutions, to the next major UN Climate
Change Conference in 2009, which will
debate the post-Kyoto regime.
"Shipping is already the most carbon
efficient form of transport, but the
international industry will evaluate carefully
all proposals put forward by governments at
IMO and will submit its own ideas - for the
moment we have ruled nothing out.
However, our current focus is on exploring
both short term and longer term operational
and technical solutions - to reduce our
emissions still further - that might be
applied to both existing ships and those
built in the future.
"Although alternative fuel sources and
innovation must play their part, our meeting
confirmed that the focus of the shipping
industry's immediate attention should be
means of reducing fuel consumption in
continuation of our longstanding search
for efficiency. With bunker prices as high
as they are today, this is also a matter
60
of enlightened self-interest," he said.
Human element
The meeting also discussed various
human element issues, including progress
with regard to the ratification by
governments of the ILO Maritime Labour
Convention, and preparations for important
ILO meetings in September that will
develop guidelines for governments on flag
state and port state control procedures for
the new convention governing seafarer
employment standards.
The meeting also considered the manpower
shortage and the current IMO review of the
STCW convention governing seafarers'
training and certification standards.
"In addition to updating these important
STCW rules to take account of new
operational developments, it is important that
the review, to which ISF is contributing on
behalf of maritime employers, also looks at
means of ensuring that governments only
issue certificates to seafarers who actually
meet the standards of competence prescribed
by IMO. This is especially important in view
of the global shortage of qualified and
competent ship officers. ICS’ secretary general Tony Mason.
"The IMO review of STCW is vital for
maritime safety. However, at a time when the
demand for shipping services means that high Code updated
calibre seafarers, in the numbers required, are The International Chamber of Shipping (ICS)
in short supply, it is a tragedy that many has updated its Code of Practice on Shipping
seafarers, particularly from developing and the Environment.
countries, are in effect unemployable because The expanded 4th edition is intended to
their training does not yet meet the rigorous provide a concise but comprehensive
IMO standards introduced 10 years ago," summary of the environmental obligations of
he declared. shipping companies as required by the latest
international regulations, and a clear set of
Communications environmental standards by which companies
The meetings also confirmed the importance should operate. The Code also incorporates a
of communication and dialogue between ICS, recommended management framework to
ISF, and their member national shipowners' ensure compliance with the MARPOL
associations with governments on all issues Convention.
that might impact on shipping, in order to ICS secretary general, Tony Mason
influence the outcome of regulatory explained "The ICS Environment Code also
discussions at IMO, ILO and other bodies contains information about the current overall
such as the European Commission. environmental performance of the industry.
As with previous editions, we hope this will
Elections prove a useful tool to help policy makers
In Athens, Spyros M Polemis was re-elected understand that shipping remains the most
for a further two year term as ICS chairman environmentally benign form of commercial
and as ISF president. transport."
The meetings also elected Robert Ho The new edition is available from
(Hong Kong) and Lars Vang Christensen maritime booksellers (or direct from
(Denmark) as ICS vice chairmen, and Luis Marisec Publications for £25, including
Ocejo (Mexico) and Captain Dirk Fry worldwide airmail delivery - see
(Cyprus) as ISF vice presidents. www.marisec.org/pubs.) „
TANKEROperator z June 2008

Weathernews helps to reduce fleet emissions
Weathernews has signed a three-
year contract with BP Shipping
for the provision of safe weather
and optimum routing services to
the oil major's fleet.
This is deemed significant as it will help BP
Shipping work toward a goal of an annual
reduction of up to 4% in emissions from its
global tanker fleet, the company said.
The contract award follows an extensive trial
period and subsequent competitive tender process.
Weathernews will be working closely with
BP Shipping's masters to provide the very best
possible weather and voyage planning
information in order that they can ensure their
voyages are not only the safest, but the most
efficient in terms of fuel consumption.
The fuel and emissions savings proven during
the trial period are consistent with the potential
shown in previous studies, including the IMO's
'Prevention of Air Pollution from Ships' (2000).
Weathernews' European director Con Carey
hoped that other shipping companies would
follow BP Shipping's example. "This is a win-
win situation, where a system which enhances
safety and reduces fuel consumption can be
Copenhagen meeting airs its views
In May, Germanischer Lloyd's (GL)
Scandinavian committee
discussed the theme of 'Future
potential of energy effiency in
maritime transport' at its sixth
meeting held in Copenhagen.
In an industry characterised by increasingly
keen competition, the key issues are
designing, building and operating ships
efficiently. An efficient ship is profitable and
environmentally compatible, GL said.
With regards to cost efficiency, compliance
with stricter environmental standards and
technical safety for the maritime industry
worldwide, GL said that it engages in the
research and development of ship efficiency.
"There exist many possibilities to improve
ship efficiency, GL helps to identify the best",
said Torsten Schramm, coo region
Europe/Middle East/Africa.
"The reduction of fuel usage is increasing in
importance and fuel costs dominate ship
operation. The GL approach to reduce fuel
costs is the CO2 index which is a tool to
determine the fuel consumption. The measured
CO2 index can be compared with other indices
within a given fleet", added Schramm.
This function in particular is expected to
June 2008 z TANKEROperator
TECHNOLOGY - EMISSIONS
provided at a cost which is a fraction of the
resultant savings made" he said.
TANKEROperator
The system 'Total Fleet Management
Service' (TFMS) had been developed in
partnership with Weathernews' clients over a
The latest news is
number of years. Masters receive fully
comprehensive recommendations and
now available on
forecasts and an on board system to simulate
possible sailing routes.
TANKEROperator’s
Onshore, operators can view the entire fleet
via the web and are alerted to potential
website at
problems before they occur. In effect, the
system closes the loop between the master and
www.tankeroperator.com
the onshore operator in terms of weather risk
and scheduling of voyages, the company
and is updated
claimed.
With BP Shipping's focus on safety and
weekly.
emissions reduction, a natural synergy exists
with Weathernews, whose founder -Hiroyoshi
Ishibashi- was a log trader in the Far East in the
1970s when a vessel he had chartered went
down in bad weather with the loss of all hands.
Since then, Hiro has made it his life's
work to improve safety at sea by providing
the best possible meteorological information
w w w. t a n k e r o p e r a t o r. c o m
to masters. „
trigger a learning effect as differences in fuel
consumption will be made explicit and more
transparent with the data associated to each
vessel and voyage segment.
With certified CO2-index values becoming
public, the transport industry can actively
further minimise emissions. Ships with a low
index will transport more cargo and improve
their index even further.
GL launched a prototype CO2 -index for
shipping, based on MEPC/Circ.471. The
innovative index is available for all GL
classed ships. Each ship owner and
management company can check the complete
survey status of their GL classed fleet. The
CO2 emission will be measured on the basis
of installed power, consumed fuel and
transported cargo. Computed index values can
be compared to other ships' indices and
eventually be used to minimise emissions
from transport.
"Reducing CO2 emissions from ships has a
high environmental priority for the shipping
industry. The implementation of project
development together with our clients starts at
an early stage", said Rainer Gutzmer,
chairman of the Scandinavian committee and
GL area manager Scandinavia. „
61
TECHNOLOGY - EMERGENCY RESPONSE
Co-operating with
shore authorities for
successful salvage
From time to time major accidents and spills occur, which have catastrophic
consequences. They become 'benchmark' events and often trigger fresh rounds of
regulation. However, it is impossible, unfortunately, to 'regulate to eradicate', with total
success, despite the widespread adoption of zero tolerance strategies*.
hile major spills are now rare
W occurrences, it is impossible
to totally eradicate the risk,
due to human error and the
natural perils of ocean transportation. Human
factors now predominate, due to the shipping
industry's inability to increase the supply of
experienced seafarers at a rate matching the
rapid expansion of the world fleet.
Potentially serious incidents continue to
occur, despite the best efforts of all concerned.
Therefore, attention should focus on timely
and effective response, whenever an
emergency arises. The marine salvor,
operating to the requirements of Lloyd's Form
and the Salvage Convention 1989, is obliged
to use his 'best endeavours' to save property
and protect the environment. Today's tanker
owners are practised in emergency response
skills and governmental agencies are much
sharper in their response capabilities.
Nevertheless, weak spots remain in the marine
emergency response infrastructure.
Some weaknesses were exposed in 2002,
with the loss of the tanker Prestige. Whenever
there is a possibility of a pollution disaster,
hard decisions must be taken. Inevitably, these
decisions tend to be political in nature. There
is a wide consensus that the decision to deny
shelter to the Prestige contributed to the
destruction of this ship and the total loss of
her cargo. At the same time, most people
would sympathise with the person faced with
a decision relating to a damaged laden tanker
already leaking oil.
There were two positive outcomes to the
Prestige disaster (if 'positive' is an appropriate
word). First, there is now a much greater
appreciation that the instinctive reaction to a
tanker casualty - ordering it away from the
62
Who could ever forget the 2002 Prestige
sinking.....
threatened coast - might well compound the
problem and produce the worst case: total loss
and devastating pollution. Second, the IMO
took rapid action and adopted Resolution
A.949 (23), "Guidelines on Places of Refuge
for Ships in Need of Assistance".
It should be said that the IMO was aware of
the need to take action on this front before the
Prestige accident in November 2002. Places
of Refuge were very much on the agenda
following the loss of the tanker Erika in
December 1999. The matter grew in
prominence 12 months later, when the tanker
Castor developed structural problems in the
Mediterranean and became a 'leper of the sea'.
The IMO's December 2003 Place of Refuge
Guidelines attempted to reconcile two
conflicting issues. The best way to reduce the
pollution threat may be to transfer cargo and
bunkers and there is less risk when an STS is
performed at a sheltered place of refuge.
Allowing the casualty in, however, might well
endanger the marine environment, the
coastline, fisheries and other economic
interests. Not surprisingly, local communities
and shore authorities can be expected to
strongly oppose such action.
The IMO has called on coastal states to
apply its guidelines, identify safe havens and
put in place plans for their use in emergencies.
The EU has required its member states to list
places of refuge. Most states are extremely
reluctant to do so, at least in the public sense -
due to obvious political sensitivities. Some
have adopted a novel solution: declaring the
entire coastline as a potential place of refuge.
No coastal community is singled out. Equally,
no coastal community is left out!
New developments
There have been some important
developments since the IMO's guidelines on
places of refuge were adopted in late 2003.
The International Salvage Union (ISU)
welcomed the IMO guidelines, but pointed out
that guidance for shore authorities and masters
is required for all types of casualty situation,
not just those requiring refuge. Subsequently,
the ISU proposed broader-based Guidelines on
Maritime Casualty Management, dealing with
refuge issues and matters such as command
and control and responder immunity.
In April 2005, the IMO's Legal Committee
decided that there was no case for developing
an International Convention on Places of
Refuge. The Comité Maritime International
TANKEROperator z June 2008

(CMI), however, decided to press on with its
work on a first draft. This has since been
completed. It has six main objectives:
„ To emphasise the position under
customary international law of the
presumption of a right of access to a place
of refuge for a vessel in distress.
„ To make the presumption rebuttable by the
coastal state if it can show that it was
reasonable to refuse access (Article 4).
„ To give immunity from suit to a state,
which grants access to a place of refuge to
a vessel in distress (Article 5).
„ To give more force to the IMO guidelines
(Article 8), which CMI recognises as
playing a significant role in
assisting to define the ambit of
'reasonableness' when considering the
behaviour of both shipowners (and their
masters) and states (and port authorities).
„ To clarify the position regarding
the issue of letters of guarantee,
to secure claims of a port or
coastal state, which grants access
to a ship in distress (Article 9).
„ To require coastal states to
designate places of refuge in
advance, although not
necessarily to publicise them
(Article 12).
June 2008 z TANKEROperator
TECHNOLOGY - EMERGENCY RESPONSE
It would be hard to argue against these
objectives. Nevertheless, the draft suffers from
the same fundamental flaw as that of the
existing IMO guidelines on refuge in that it
places too much emphasis on a single (albeit
important) issue - place of refuge - at the
expense of other, equally important
considerations.
Matters took a fresh turn last October, when
IMO's Maritime Safety Committee approved
'Guidelines on the Control of Ships in an
Emergency', drafted largely by The Bahamas.
Once again, we supported this initiative. It is
difficult to find fault with a new initiative
arising from such good intentions (other than
to say, perhaps, that this guidance is too
general in character).
Ship control
The new guidelines on the control of ships in
an emergency are aimed at governments,
shore authorities, masters, owners and salvors.
They aim to provide 'a framework of
authority' within which the parties are
expected to operate. The guidelines' core
principles of good practice include the need
for a clear chain of command in an
emergency. There is also some clarification of
issues relating to the fair treatment of
seafarers, who are often at risk of being
caught up in a tangled web of criminalisation.
Paragraph 4.5 of the October 2007
guidelines states: "At no time should the
master be prohibited from taking action
which, in the master's judgement, is required
to protect the lives of crew and passengers or
others on board".
The term 'others' might well relate to a
salvage team. This provision could be of
significance in a situation where a damaged
casualty is ordered out of coastal waters to
face hostile weather, having been refused a
place of refuge.
From the salvors' standpoint, paragraph 5.4
is also potentially significant. This declares
that a state intending to intervene should
ensure that the master, owners and salvage
team are told clearly what the shore command
structure is and, in addition, are made fully
aware of what degree of responsibility
remains with them and what limitations are
being placed on their freedom of action.
Furthermore, the new guidelines call on the
casualty's master to 'co-operate with the
salvage master to the maximum extent'. As for
the salvor, the guidelines recognise his need
for 'reliable information' concerning ship,
cargo and the emergency situation. The
importance of ready access to the casualty is
also stressed.
63
TECHNOLOGY - EMERGENCY RESPONSE
.....or the earlier Erika disaster.
Once again, the IMO has adopted useful
guidelines that address important aspects of
casualty management. Unfortunately, as in
the case of the earlier Guidelines on Places
of Refuge, the new Guidelines are too
narrowly focused. As such, they fail to take
account of the importance of a fully
integrated response.
Shore authorities
Salvors have an excellent record in
recovering property and preventing pollution.
They do not, however, achieve such successes
in isolation. The outcome almost always
depends on effective co-operation with many
parties, including shore authorities. This may
focus on the need for entry into a port or
sheltered haven. In other situations, however,
this may not be important during the acute
operational phase.
Today, the quality of the working
relationship between salvor and shore
authority is a crucial success factor. This is
64
why it is so strange that there are still no
international arrangements that seek to
harmonise casualty management in an
integrated manner. One would expect this to
be a top priority for the EU and IMO - given
the high profile spills in North West European
waters and the ever-present risk of
catastrophic pollution in all world regions.
Best endeavours
The ISU's proposed Guidelines on Marine
Casualty Management would promote a
timely, fully integrated response by salvors,
crew, owners, coastal state(s) and national
response agencies. Under The Salvage
Convention and Lloyd's Form, the salvor is
required to use his 'best endeavours' to save
the ship and cargo and while engaged in such
operations to prevent or minimise damage to
the environment. We believe that the spirit of
the 'best endeavours' commitment (as opposed
to any legal interpretation) should be extended
to all parties involved in casualty response.
This can be achieved by drafting casualty
management guidelines setting out best
practice and examples of what 'best
endeavours' actually means in the context of
each response party.
In the case of the salvor, for example, 'best
endeavours' in terms of pollution prevention
means working with others to arrive at the
best environmental option in the shortest
possible time. As for the shipowner, 'best
endeavours' should require, among other
things, the immediate and frank disclosure of
the casualty's status. The shore authorities'
'best endeavours' should include special
arrangements to ensure that salvage personnel
and equipment enter the country without delay
and that the salvage master boards the
casualty at the earliest opportunity.
The integrated guidelines would be bound
together by a strong focus on spill prevention
through timely salvage intervention. They
would not be concerned with clean-up, as this
is already covered comprehensively by
existing IMO instruments.
The spirit of 'best endeavours' is a strong
motivator. Certainly, all involved are only too
well aware of the potential for massive
economic dislocation, environmental damage
and disruption to the life and well-being of
coastal communities. For these reasons, the
ISU welcomes support and contributions to
the task of producing straightforward,
clear best practice guidance for marine
casualty response. „
*This article was written especially
for TANKEROperator by Arnold
Witte, president International
Salvage Union (ISU).
Tsavliris towed the
stricken tanker Castor
around the
Mediterranean looking
for a place of refuge for
several days.
TANKEROperator z June 2008

Biofuels players
poised to meet new
eco-energy challenges
A new conference being launched in London this month will assess the
emerging biofuels market and its impact on demand for shipping.
rganised by Lloyd's List Events,
O 'Biofuels - a new shipping
market' takes place at the
Marriott Marble Arch on 25th -
26th June, when more than 20 speakers will
examine prospects and practicalities for the
parcel tanker and barge sectors, as well as port
and storage terminal operators, feedstock
suppliers, oil majors and commodity/energy
traders.
Stemming from the increasing scarcity and
price of crude oil, worldwide interest in
biofuels as a renewable energy source has
been boosted by political initiatives in the US,
Europe and Asia to reduce global warming
through wider use of eco-friendly alternatives
to fossil fuels.
The drive to reduce greenhouse gas
emissions has led to measures such as a
European Union target that 10% of petrol and
diesel will come from biofuels by 2020.
An oil company perspective will be
provided by Bent Pedersen, vice president of
refining and supply optimisation at Norway's
StatoilHydro, who said: "A lot of people see
biofuels as a threat, not least after press
coverage about the effect on food prices. The
food challenges are real, but biofuels are not
the main cause. They are here to stay because
the political will has been demonstrated.
"We look at it as an opportunity. Today the
market is relatively small but we believe
demand in western Europe will move more in
line with political ambitions. The EU targets
are very ambitious, however, and it's probable
that they will not be met in all countries,"
he added.
Same approach
Shipowners will approach the biofuels market
in much the same way as any other trade
June 2008 z TANKEROperator
according to Klaus Walderhaug, senior analyst
at Norwegian parcel tanker specialist Odfjell.
He said that demand for vegetable oils
transportation will have to be weighed up
against a number of technical and operational
concerns such as MARPOL regulations,
tank coatings specifications, the effect of
heating or cooling on other cargoes, berth
rotation and 'last cargo' requirements that
could restrict what can be carried on the next
three voyages.
But he emphasised: "It's not a major
challenge - from an owner's point of view,
biofuels are just another cargo. At Odfjell we
transport 300-400 different cargoes per year so
we will look at vegetable oils just as we
would look at any other product.
"So far, biofuels are not of major
importance to us but the relative increase in
certain cargoes, particularly ethanol, has been
quite substantial over the last five years.
Further ahead we see potential for continued
rapid growth in demand and transportation,
depending on factors such as the development
of second and third generation biofuels, the
location of production facilities and the
political climate for further use.
"Certainly no shipowner can afford to say
that they won't touch biofuels. It's all a
question of the marginal cost of taking them
on compared with any other cargo," he said.
The applicable MARPOL regulations -
depending on whether the biofuel is in pure
form or a blend with petroleum products - will
be outlined by Janet Strode, general manager
of the International Parcel Tankers Association
(IPTA), which has been instrumental in IMO
discussions on this issue.
"It's relatively simple," she explained. "All
the biofuels currently being shipped in bulk
are classified as noxious liquid substances
TECHNOLOGY - NEWS
(NLS) and therefore have to be carried under
the provisions of MARPOL Annex II.
"Where it becomes a little more
complicated is when blends of biofuel and
mineral fuel are shipped, since there is often
confusion as to whether such blends should be
carried as Annex I or Annex II. IPTA is
currently seeking clarification on this at the
IMO," she said.
Asia's position
An overview of Asia's role as a major
feedstock supplier will come from
Mohammad Jaafar Ahmad, general manager
Europe for the Malaysian Palm Oil Board.
Malaysia and Indonesia produce almost 90%
of the world's palm oil, which is claimed to be
the cheapest, most productive and most
sustainable biofuels feedstock.
Ahmad predicted that commitment to
reducing greenhouse gas emissions will see
countries such as China, India, South Korea
and Japan join the EU as major biofuels
customers in the longer term, but went on to
cast doubts about production levels in the
foreseeable future.
"In the past, we have heard plans in
Malaysia, Indonesia and Singapore to expand
biodiesel production capacity to a total of nine
million tonnes in the next two or three years,
but the current increase in palm oil prices
relative to petroleum prices have somewhat
distorted the profitability of the business,"
he warned.
"The market is now facing a lot of
uncertainty and many of the expansion plans
may not be realised. If palm oil prices
continue at the current level, only committed
plants will continue operating, which
represents a maximum capacity of about
TO
two million tonnes," he reasoned.
65
TECHNOLOGY - NEWS
Guangzhou service station opened
Booming demand for lifeboat and
davit servicing in China has led
leading lifeboat and davit
manufacturer Schat-Harding to
open a third Chinese service
station, at Huangpu (Guangzhou).
The new base is close to all the major repair
yards in Guangzhou and ideally suited to offer
faster response times for the yards and ports
of Shenzhen, Hong Kong and the South China
region. It opened on 1st June with four service
engineers and a service administrator.
Andrew Lemmis, who heads up Schat-
Harding's China service division said, "When
we first started service in China in February
2006 we were in a small office operating from
Online tracking service
Cybit, the UK's online Telematics
service provider, said that its
BlueFinger maritime division has
launched a new worldwide web-
based online vessel tracking
service.
Saffire-Online allows shipping companies to
combine compliance with IMO Long Range
Identification and Tracking (LRIT) regulations
with a comprehensive suite of shipping fleet
management tools over the web to enhance
operational efficiency.
It is claimed to provide a clear view of
every vessel in the fleet and enable full
activity and status reports to be easily
generated. Fleet managers can quickly
acquire location information on each vessel
and together with vessel grouping and
geo-fencing management facilities, can
KH obtains type approval
Kelvin Hughes has gained
European type approval for its
SharpEye™ solid-state navigation
radar.
It was tested by QinetiQ, the UK's type
approval authority. QinetiQ's Peter Goddard
commented, "SharpEye™ is the first solid-state
system we have seen and it represents the latest
in technology. It has passed all the required
tests and has a noticeably sharper picture than
an equivalent magnetron-based system".
Barry Wade, Kelvin Hughes' technical
development manager said, "This is the first of
our products making use of the new
SharpEye™ solid state radar technology that we
66
the Qingdao manufacturing plant with just
four service engineers, a service co-ordinator
and myself. We outgrew that office is less than
a year and relocated to Shanghai. Now we
have service facilities in Qingdao, Shanghai
and Guangzhou with 22 service engineers and
back office support from 10 service staff."
David Bradley, executive vice-president of
Schat-Harding's service division said, "More
and more responsible shipowners are finding
that it makes both economic and operational
sense to have their lifeboats and davits
serviced by manufacturer-approved facilities.
That way they comply with the IMO
guidelines in MSC1206 and dramatically
reduce the chances of an accident with
ensure that all shipments are on-course
and on-time.
This also enables them to identify any
exceptional events and then react quickly and
effectively. Saffire-Online is fully compatible
with Inmarsat-C, D+ (IsatM2M), Iridium,
Thuraya and other leading satellite
communication systems, the company said.
Saffire-Online will automatically provide
the necessary reporting to the LRIT
international data centres and to any other
destinations that the shipowner may require.
BlueFinger has provided vessel monitoring
systems for over 10 years. With over 15,000
fishing boats and other small vessels being
tracked every day by BlueFinger's Saffire
VMS systems around the world, Saffire-
Online will bring this experience to the
commercial shipping sector. „ measures will ensure that ship-to-ship transfer
have developed over the last three years. This
new technology will revolutionise the radar
industry, providing performance and reliability
that has previously only been possible with
multi-million dollar military systems.
"The technology in both its S-Band and X-
Band formats has application not only for
navigation but will play an important role in
security with its incorporation in VTS and
coastal surveillance systems", he continued.
The first deliveries of SharpEye™ systems
occurred in April and with its worldwide
installation and service capability, Kelvin
Hughes has already secured global sales for
the new system. „
their boats.
"Many owners now have five year fleet
service agreements with us, and we have to
play our part by building a global network to
meet their needs. It is likely Schat-Harding
will soon have to open a fourth service facility
in north China, possibly Dalian or Tianjin,
such is the demand we are experiencing in
China and across Asia," he said.
Schat-Harding's service division now
employs over 300 personnel including 165
trained and authorised service engineers
working out of 17 Schat-Harding owned
service stations, supported by 15 certified
service partners operating in over 30
countries. „
MCA invites STS
comments
The UK's Maritime and
Coastguard Agency (MCA) has
initiated a 12-week public
consultation on proposals for new
legislation to regulate ship-to-ship
transfer operations in UK waters.
The legislation is meant to regulate transfers
of hazardous substances, including oil,
between ships in UK territorial seas. If the
proposals are adopted, transfers will only be
allowed to take place in harbour authority
waters where the environmental impact of the
transfers will be assessed.
In a statement issued by the MCA, shipping
minister, Jim Fitzpatrick, said: "These
operations in UK waters continue to be of the
highest standards in terms of safety and
protecting the environment, and further
reduces the risk of an oil spill in UK waters."
The consultation period ends on 7th July
and anyone with an interest in the topic can
submit comments to the MCA.
This comes soon after plans put forward to
transfer Russian crude oil in the Firth of Forth
were aborted due to local opposition.
upd
at
wee ed
Get the
kly
latest news on
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TANKEROperator z June 2008

Chris-Marine co-operates with IOP
Chris-Marine and IOP Marine
both supply high-quality
products very much to the same
customers.
By working together this year, both companies
expect to provide even better support for the
growing customer bases, they claimed.
Chris-Marine designs, manufactures and
sells high precision maintenance machines for
shipboard diesel engines. Headquartered in
Malmö, the company offers products and
Videotel launches ECDIS course
Leading training software
provider, Videotel Marine
International has launched a new
course on electronic charts
display information systems
(ECDIS).
As ECDIS is becoming an increasingly
significant part of maritime navigation, the
course is claimed to provide a clear and
comprehensive explanation of current
international law and explains the differences
between various types of electronic charts.
Captain Milind Karkhanis, Videotel vice
president, explained: "The course includes
exercises that simulate some of the key
functions of using an ECDIS system.
Completing the course gives an
understanding of both the benefits and
limitations of ECDIS, together with a
practical grasp of how it can be used for
navigation and passage planning."
This interactive, computer-based training
course consists of five modules - an
Speaking engine room simulator launched
PC Maritime has introduced
v4.5 of the PC-based full mission
simulator Virtual Engine Room
(VER).
It is claimed to be the first 'speaking' engine
room simulator in the world.
VER has been substantially enhanced
with the addition of synthesised speech.
Checklist instructions and communications
with the bridge are all spoken and fully
integrated into the scenarios provided by
the simulator. 'Ask Chief' - a unique
artificial intelligence expert system, tells the
user what should be done as a next step in
June 2008 z TANKEROperator
services worldwide through its own
subsidiaries and sales representatives.
IOP-Marine 's Obel-P Products has been
developing products for MAN Diesel's 2-
stroke engines since 1969 and today has co-
operative ventures with several of the major 2-
and 4-stroke engine designers and
manufacturers worldwide.
IOP develops low and medium-speed fuel
injector test equipment, as well as hydraulic
power packs for use with the same engines. „
introduction to ECDIS, understanding ECDIS,
two modules on using ECDIS, and the
exercises.
It is presented in English on CD-ROM
using short video sequences, graphics and
interactive elements. It can be undertaken in
seven hours of study and when completion of
the final test has been authenticated, Videotel
will issue a standard course certificate.
Completion of optional assignments is
acknowledged by the award of an ECDIS
advanced course certificate.
Videotel's ECDIS training course was
designed for shipboard personnel who have
responsibility for, and already have a good
knowledge of navigation and passage
planning. The course can be undertaken on
board ship, or ashore and is for individual
self-study.
The company's risk assessment at sea
training course has recently been given full
approval from the UK's Maritime and
Coastguard Agency (MCA). „ monitored by Hamworthy control systems. „
engine room preparation or equipment
malfunction.
VER 4.5, which is type approved and
compliant with the STCW and ISM Codes,
is used for ships' engine room training.
Based on a slow speed diesel engine, it is
equipped with all controls and alarms found
in a real engine room. Faults can be injected
into the simulator, and student competence is
measured accurately with built-in
standardised assessment tests.
It is available in three different formats to
suit training budgets. It can be supplied as
software only, to run on a single PC with
TECHNOLOGY - NEWS
Hamworthy wins 10-ship
tanker series order
When Hamworthy was chosen to
supply pump room systems for 10
Suezmax tankers on order for
Brazilian state-owned operator
Transpetro, technology was a
more important factor than price,
the company claimed.
Hamworthy had signed an order for 10 shipsets
of pump room systems worth a total of around
$12 mill with the new shipyard Estaleiro
Atlantico Sul in the northern part of Brazil.
Transpetro, the transport unit of the Brazilian
national oil company Petrobras, ordered the 10
Suezmax tankers earlier this year.
The series of 157,500 dwt ships are the
largest of the 26 tanker newbuildings of
various types and sizes thus far that form the
first phase of Transpetro's fleet expansion and
modernisation programme. A total of 42
tankers could be ordered in this programme.
"This is a major breakthrough for
Hamworthy in Brazil," said Terje Bjørnemo,
Hamworthy's sales director responsible for
pump room systems, "as we have not had a
pump room system order from Petrobras for
10 years. It is also a pleasure to announce that
we won the contract for technological reasons
rather than price."
Each shipset of equipment for the
Transpetro series will include - cargo and
ballast pumps in Ni-Al-bronze from
Hamworthy's own foundry; steam turbines;
electric motors; gas-tight power transmissions;
stripping system; and stripping pump. The
packages will be delivered from January 2009
through 2011.
The equipment will all be controlled and
twin-screen support or on a network. For
greater realism it can be supplied as part of a
desktop console or now as a full-size engine
room console.
One of a series of eight engine room
training products from PC Maritime,
VER is used by maritime training
establishments worldwide, including recent
installations in Japan, Brazil, Australia
and India.
Upgrades from v4 to v4.5 are available
free of charge to existing customers.
Versions earlier than v4 can be upgraded at
favourable rates. „
67
CONFERENCE REPORT
An end to
endless paper?
he first public conference in the
T world about Shipdex, a new
standard for electronic ship
manuals, was held in Hamburg on
14th May. It was organised by UK shipping IT
magazine Digital Ship, chaired by Till Braun,
head of department - sales projects,
Germanischer Lloyd (GL) and sponsored by
SpecTec, ABS Nautical Systems and CiBS.
Shipdex is a standard method for providing
all the information in ship manuals
electronically, so it can automatically and
easily be imported into shipping companies'
planned maintenance and purchasing systems.
This ensures that information in shipboard
maintenance and purchasing systems is
accurate and easy to update, and seafarers can
find the information they need much more
quickly than looking for the right page of
paper manual. It means that purchasing
systems always contain the right part
numbers, so companies always order the right
part. This all leads to greater safety and
efficiency on board, and less searching for the
right piece of paper in a manual, it was
claimed.
“ “Shipowners can improve their spares and
maintenance costs - they know what to buy
and what to maintain”
Björn Stenwall,
director, sales, marketing & major project unit,
MacGREGOR
Currently, the information in shipboard
maintenance and purchasing systems is typed
in manually, either by shipowners themselves,
or in data processing centres. This can take up
to 90 days for a new ship, is error prone and
expensive, and involves either photocopying
the ship's full set of manuals and drawings (up
to 1.5 tonnes of paper for a new vessel), or
posting the only copy the shipowner has to the
data processing centre.
68
New standard for electronic
ship manuals - first
conference held in Hamburg.
A typical new vessel can have 700 to 900
components, with up to 1,000 parts per
component, and a further 33,000 different
general stores. It is not hard to see how long it
would take to type all of this information
manually into a maintenance and purchasing
system, as shipping companies do now.
Furthermore, it is an enormous task to
manage the paper documents, which is
mitigated if they are electronic.
Cost savings
Dr Ing Giancarlo Coletta, purchasing director
of Grimaldi Group Naples, speaking at the
Hamburg conference, estimated that he can
save total costs of maintenance by 8%, if all
of the ship manual information is available
electronically.
It also makes it much easier for people to find
the answers to questions, which leads to safety
benefits. "People ask - we have 25 tonnes of
” vessels and aircraft. The S1000D standard is
cargo. Can we load this on the vessel? Instead
of searching through your manuals, you can get
an answer immediately," he said. "It will be a
great advantage in my opinion."
"Shipowners can improve their spares and
maintenance costs - they know what to buy
and what to maintain," said Björn Stenwall,
director, sales, marketing & major project
unit, MacGREGOR, speaking at the
conference.
There are also plenty of benefits to a ship
supplier from being able to provide ship
manuals electronically, because it helps set up
a two way line of communication between the
shipowner and the supplier.
"We need to get the feedback from the
owner, and with this system we're able to do
that," he said. "You can have a better two way
connection and learn about how the parts are
performing. You can do performance based
maintenance."
Shipdex was originally conceived in
February 2007 by shipowners Intership
Navigation and Grimaldi Naples, who
between them were purchasing 110 new
vessels, and were tired of receiving all the
manuals for their new vessels' equipment on
paper. They thought it was a good opportunity
to encourage their suppliers to provide all of
the manuals for the new vessel electronically.
New standard
They brought together maritime software
company SpecTec, and equipment suppliers
MacGREGOR, Alfa Laval, MAN Diesel and
Yanmar, to develop the new standard, and
form the first working group. The first public
presentation was held at Digital Ship Cyprus
in February 2008.
Shipdex is not completely new - it is a
scaled down version of S1000D, which is
accepted as the international standard for
electronic manuals for equipment on naval
2,600 pages long; the Shipdex standard is
much shorter, which should make it easier to
manage. However anything in S1000D format
is fully compatible with Shipdex. TO
For further information
bout the conference, see
www.thedigitalship.com/Shipdex.htm
or contact Karl Jeffery,
conference producer, on
jeffery@thedigitalship.com.
For further information about
Shipdex see www.shipdex.com
TANKEROperator z June 2008
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