Download - Tanker Operator

TAKEROperator 

JANUARY/FEBRUARY 2010 

www.tankeroperator.com 

Features: 

 

 

 

 

 

 

IMEC expands functions 

Bringing home the bacon 

Voyage planning software tool 

IRS sets its stall out 

Coatings become green 

Intelligent sensors aid gauging

Contents 

04 

08 

Markets 

Cautious optimism prevails 

News feature 

IMEC flexes its wings 

10 

13 

22 

28 

Profile 

Proper voyage planning essential 

Denmark Report 

Sympathetic regime helps owners 

‘Green Ship’ initiative takes off 

Live TV at sea 

Flag States 

IRS explains its position 

Barbados forms shipowners group 

Liberia’s record growth 

Chemical/product tankers 

Sector consolidation 

31 

Technology 

31 Profile 

Comprehensive software package 

33 Protective Coatings 

Environment top of the list 

Fuel savings guaranteed 

Coatings contracts won 

41 Tank Gauging 

Intelligent sensors 

New orders claimed 

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Front cover photo 

Walking tall - the Danish Shipping Associations’ 

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tanker fleets outside Greece. Danish tanker owners 

have taken advantage of a sympathetic tax regime 

to bolster their fleets, while mergers and 

acquisitions have also played a part in fleet 

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January/February 2010 TANKEROperator 01

COMMENT 

2010 - A make or break year for the tanker sector 

This year could be a momentous 12 months for the 

shipping industry. 

Not only have we got to deal with emissions, a possible increase in 

piracy, but also cope with the vagaries of the freight markets. 

As stated in the columns of this edition of TAKEROperator rates 

have returned to normality – whatever they are – but some pundits are 

warning of the huge deluge of new tonnage in all sectors of the tanker 

industry, due to be delivered this year. 

However, most serious commentators claim that the industry can 

handle this influx of tonnage, pointing to the scrapping levels of 

predominantly single hull vessels, due to the IMO phase out, which has 

kicked in this year. Most serious players in the market are cautiously 

optimistic that rate levels can hold up this year. 

Indeed, we have even recently seen early 1990s built VLCCs go to 

the beaches – shades of the 1980s? And mid -1980s built product, 

chemical tankers, Panamaxes, Aframaxes and Suezmaxes have 

regularly appeared on the demolition sales lists. But are the volumes 

enough, I hear you asking? That is a question, which can only be 

answered at the end of this year. 

Several major oil importing nations have already declared their 

coastlines a ‘no go area’ for single hull tankers, helping to reduce their 

number. Leading consultancy McQuilling estimated that there were 

3,280 tankers from MRs to VLCCs, excluding IMO II-III types, in 

service at the middle of December last year. 

Of these, some 245, or 7.5% were single hull. The VLCC sector had 

the largest percentage at 12.6% of the total trading fleet, whereas the 

influential Aframax sector saw single hull vessels trading reduced to 

just 3.4% of the total. 

Of course, the decision to recycle or to trade a single hull tanker, 

depends on several factors. Not least are the current freight levels and the 

prices per light deadweight tonne paid by the breakers. Where the vessel 

can trade is another question that needs to be factored in and has it 

received an exemption through the Condition Assessment Scheme (CAS)? 

By now, you would have thought that most tanker owners/operators 

would have decided on a course of action. However, there will be a few 

seeking that last opportunity to trade to an area not affected by the ban 

thus far. India was an option, but this country has since slammed the 

door shut as has others in the Far East and indeed, worldwide. 

Environmental concerns 

Nearly every owner and operator is caught up in the ‘green ship’ fever 

and with various industry bodies and associations looking at ways to 

TANKEROperator 

Vol 9 No 3 

Tanker Operator Magazine 

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EDITOR 

Ian Cochran 

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cut emissions, by reducing fuel and by other means, the initial costs for 

shipping are bound to rise. 

The IMO must get its act together by the next MEPC meeting 

scheduled for March otherwise this august body could find itself 

overtaken by events. We have already had the scrubber/distillate debate 

on which the IMO wisely took the middle ground. 

Although COP15 did not present any threat, or give any direction, to the 

shipping industry, COP16 is scheduled for later this year at which our 

industry would do well to present itself in a good light. Why does the 

aviation industry always seem light years ahead in putting its case forward? 

Upon a visit to Denmark in October last year, your Editor was regaled 

with various initiatives attached the pan-industry ‘Green Ship of the 

Future’ project. This involves Danish companies and organisations from 

all shipping sectors getting together to offer various initiatives to save 

fuel and emissions. 

One of the main problems is that main engines have almost reached 

their efficiency potential and so other methods have to be adopted, 

either attached to the power train, or involving hull coatings and basic 

hull design, including stability/trim, or a combination of the whole of a 

vessel’s operational requirements, including effective voyage planning. 

This Danish ‘Green’ project has to be applauded and other leading 

shipping centres should take note, either acting through their respective 

shipping associations, or through the Round Table of shipping 

organisations, which is increasingly making its voice heard. 

Piracy 

The threat of piracy is not going to go away, but could well escalate this 

year, not only in the Indian Ocean region, but also elsewhere. 

Although aimed at the shipping industry, it is not a shipping problem, 

but rather a political and economic problem, especially in Somalia, 

where piracy is money motivated. In contrast, piracy in Nigeria and 

other West African hot spots tend to be politically motivated as the 

perpetrators tend to be anti-government and anti-oil major factions. 

All the shipping industry can really do is to encourage the flag states 

to lobby their respective governments to take action to stabilise the areas 

through the United Nations. Gun boat diplomacy has worked to a certain 

extent, but will not solve the problem as naval units cannot be 

everywhere all the time. 

Finally, in the tanker sector, 2010 also witnesses Intertanko’s 40th 

anniversary, which will be celebrated in early May with a banquet 

followed by a markets seminar. Let us hope the shipowners are earning 

enough money by then to really push the boat out. 

TO 

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02 

TANKEROperator January/February 2010

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© 2009

INDUSTRY - MARKETS 

Tanker Market 2010: 

Rejoice with caution! 

Even as tanker demand grows on the back of better economic activity and longer-hauls, 

the concurrent rise in tanker deliveries will ensure a supply- demand gap wide enough 

to keep the freight markets from witnessing a notable recovery, 

said Shalini Shekhawat of Drewry Maritime Services. 

As the world economy witnessed 

its worst ever recession since the 

Great Depression of the 1930s, 

tanker owners suffered from 

abysmally low earnings upon a notable drop 

in oil demand (and in turn tanker demand), 

coupled with a steady and sizeable rise in 

tonnage supply of over 9% year- on-year. 

Freight rates in 2009 fell by an average 

60% both in the crude, as well as the product 

tanker markets; with owners’ earnings falling 

by an even greater extent, due to steadily 

rising bunker costs seen since mid-February. 

Demolitions picked up pace in 2009 as the 

MARPOL deadline, pertaining to single hull 

tankers, approached and freight market returns 

fell. At 7.4 mill dwt, demolitions stood at 

double the 2008 level. Deliveries, however, at 

37.9 mill dwt were the highest since the early 

1970s, which resulted in a firm 9% growth in 

the fleet to 372 mill dwt. 

Global oil demand in 2009 turned out to be 

much weaker than was originally anticipated, 

mainly due to the slump in oil consumption in 

the West. IEA preliminary demand data 

pointed at an annual decline of 1.6%, with 

OECD demand estimated to have fallen by 2.1 

mill barrels per day (bpd). Coupled with this, 

high regional stocks meant reduced 

employment opportunities for tonnage in the 

Figure 1: Drewry Tanker Earnings Index 

market. At the same time, low oil prices led to 

tighter oil supplies from OPEC – again 

reducing tonnage demand. 

The Drewry Tanker Earnings Index fell 

from 383 in 2008 to 133 in 2009, the lowest 

since 2003. Average earnings on the 

benchmark TD3 route (VLCC, AG-Japan) 

shrank to one-third of the 2008 level to 

$22,442 per day in 2009. For clean tankers, 

daily returns on TC5 (LR1, AG-Japan) 

plunged to $14,042 per /day from $34,600 per 

day in 2008. Nevertheless, later in the year 

(4Q09) freight rates began to recover as oil 

Source: Drewry. 

demand saw a seasonal improvement and 

economic prospects became brighter. A rise in 

inactivity levels and demolitions also helped 

ease some supply-side pressures, providing 

support to the freight markets. 

Tanker demand set to rise 

The outlook for this year appears to be more 

promising for the oil market than previous 

expectations on the back of recovering 

economy. According to the IMF, the world 

economy is projected to experience a 4% GDP 

growth in 2010, resulting in a steady increase 

Source: IEA, IMF, Drewry, Morgan Stanley. 

Figure 2: World oil consumption 

04 

Source: IEA, EIA, Drewry. 

Figure 3: Historical & forecast world oil consumption (mill bpd) 


INDUSTRY – MARKETS 

Figure 4: Tanker supply growth (mill dwt) Source: Drewry. Figure 5: Tanker supply/demand balance (mill dwt) Source: Drewry. 

in oil demand, mainly non-OECD. Non- 

OECD oil demand is already above its prerecession 

peak and is forecast to rise by a firm 

3.7% in 2010 (IEA figures). But, in the 

OECD, oil demand is forecast to remain flat 

in 2010, if not rising. Nonetheless, the rise in 

world oil consumption will help boost tonnage 

demand this year. 

Moreover, during the year, there has been 

refinery capacity additions largely 

concentrated in Asia and the Middle East. The 

IEA said that refining capacity additions in 

2009 are likely to reach 1.8 mill bpd, of which 

more than 1.4 mill bpd is in China and India. 

Through 2010-12, a total of 3.5 mill bpd of 

refinery capacity additions are planned 

globally. Of this capacity, about 35% (~1.2 

million bpd) is planned in China, which is 

closely followed by the western hemisphere 

(OECD North America and OECD Europe) at 

1.1 mill bpd. 

According to Drewry, with most of the 

spare crude production capacity available in 

the Middle East, this additional refining 

capacity in the US/Europe and China is likely 

to be fed by longer-haul imports from the 

Arabian Gulf, hence supporting the growth in 

tonne/mile demand. 

The supply side of the tanker market 

equation will certainly be quite eventful as the 

year unfolds. Demolitions are expected to pick 

up pace in the wake of the MARPOL phaseout 

deadline and low freight market returns. 

Most of the countries, including the US and 

EU as well as the major trading nations of 

Asia – China, India and South Korea – have 

chosen to prohibit the use of single-hull 

tankers beyond 2010. 

With a long list of even double-hull tonnage 

waiting for cargo, trade opportunities for 

single-hull tankers will become marginal in a 

low freight environment, giving owners a 

greater incentive to demolish old units amid 

high scrap values. Demolitions are likely to 

jump three-fold from last year to 21 mill dwt 

in 2010. However, a large tranche of 

deliveries scheduled to come on stream will 

further inflate the tonnage glut, and may 

completely negate any possible positive effect 

that high demolitions would otherwise have 

on the ailing freight market. 

Even as tanker demand recovers on the 

back of improved economic activity and 

longer hauls, due to new refining capacity 

additions in Asian countries, the concurrent 

rise in supply will ensure a supply-demand 

gap wide enough to keep the freight market 

from witnessing any notable recovery in 2010. 

Spot rates might be better than in 2009, but 

these high rates will primarily be reflective of 

the relatively lower 2010 Worldscale flat rates. 

The new Worldscale flat rates are considerably 

lower in ‘$/tonne’ terms than in 2009, hence 

the call for an upward adjustment in the 

respective rates. With the supply-demand gap 

widening even further and rising bunker costs, 

Drewry expects earnings to remain as weak as 

in 2009. 

As far as the asset market is concerned, 

2010 is going to be interesting. On the one 

hand, given the already oversupplied tonnage 

list, new ordering is expected to be low thus 

correcting the freight market dynamics. Many 

owners, such as Frontline, remain sceptical of 

future trade prospects and have been holding 

back from ordering new vessels. Shipbuilder 

Hanjin Heavy Industries has even taken up 

restructuring plans to slash its workforce 

in 2010. 

On the other hand, reasonably low asset 

prices might lure some short-sighted owners 

into placing fresh orders despite the low 

returns, as was evident in late-2009. Of the 

11.8 mill dwt of tonnage contracted in 2009, 

10.4 mill dwt was ordered in 2H09, taking a 

hurried cue from the improving economy. 

With bettering economic conditions, major 

South Korean yards (STX Group, Daewoo 

Shipbuilding and Hyundai Heavy Industries) 

appear quite optimistic for 2010 and have 

significant Capex plans. 

Meanwhile, in the secondhand market, 

bottoming prices of pre-owned units could 

lead to higher activity as vessels changing 

hands do not add to supply, and thus provide 

owners with an excellent opportunity to 

expand their fleets without jeopardising the TO 

freight market recovery. 

This article is based on analysis in Drewry’s 

Tanker Forecaster. For further information 

see www.drewry.co.uk or contact the author 

at shekhawat@drewry.co.uk 

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INDUSTRY - NEWS 

Marine insurers must face up to new challenges 

Marine insurers have been hit by 

the devastating fall in volumes 

and values in global trade and by 

the dramatic drop in ship values, 

all combining to decimate 

premium income, the 

International Union of Marine 

Insurance (IUMI) said at its 

annual London winter meeting. 

In spite of one or two rises in the freight 

markets, the shipping slump continues to 

inflict serious damage on many shipowners, 

shipbuilders, ports and service providers. If a 

general recovery does materialise this year, it 

will be slow and painful. 

IUMI president Deirdre Littlefield of Starr 

Marine, New York said that underwriters were 

braced to tackle new problems, which were 

emerging as a result of the ongoing slump. 

She said: "Newbuild cancellations and 

deferments are increasing, but a huge amount 

of tonnage still is due to be delivered this year 

and next. Regrettably, we have not seen a 

significant leap in the scrapping rate of old 

ships, which is almost beyond belief in the 

present crisis. 

"Understandably, owners and charterers are 

doing all they can to reduce costs. If this 

means skimped maintenance and deferred 

repairs, however, it's bad news for insurers 

who cover hull, cargo and liability risks. The 

situation is compounded by the emergence of 

new problems. These are mainly technical but 

could lead to big headaches for underwriters. 

"For example, fuel management is quickly 

developing into an urgent issue. The ever more 

stringent requirements of MARPOL rules for 

reducing emissions means that the type and 

quality of bunker fuels are of vital concern. If 

on board fuel management goes wrong, there 

can be potential catastrophic consequences. 

"Of equal concern is the impact on 

machinery from the growing trend of slow 

steaming, now being strongly advocated by a 

number of operators as the way ahead to 

combat high fuel prices until seaborne trade 

picks up. However, many large, high-speed 

diesel engines are designed to operate only at 

sustained high service speeds. 

"In another area, underwriters, through 

surveyors, need to monitor the standard of 

repairs carried out at yards which have been 

equipped for new construction only but which 

are now desperate for work. 

"Laid-up ships is another worrying factor. 

Underwriters need to pay close attention to the 

various degrees of lay-up we are seeing, 

including the conditions of cover for trading 

for vessels which have been idle without 

being deactivated, or just lying at anchor or 

drifting awaiting firm orders, often with 

minimum maintenance and prone to collisions 

or typhoon damage. 

“BMT Marine & Offshore Surveys 

(incorporating the former Salvage 

Association) reckons there are 150 to 200 

ships lying in non-designated anchorages 

(outside port limits) along the Straits of 

Malacca and Singapore. 

"Cold lay-ups (six months or more) can 

Isle of Man gets closer to Japan 

produce huge problems. The bigger the ship, 

the bigger the problems. Many things can go 

wrong during lay-up and reactivation. For 

instance, if the ship's computers are closed 

down, how do you reactivate a dead ship 

without the computers working? 

"Last but by no means least, underwriters 

need to be careful as to whether on board 

standards have dropped in the past year 

through owners cutting corners to reduce 

operating costs. The slump has helped the 

seafarer shortage problem to some extent, but 

there is still an urgent need to recruit and 

train good quality officers. Owners are under 

great pressure but training budgets should not 

be reduced. 

"The overhanging threat of seafarers risking 

their lives or being held hostage for many 

months by pirates must be deterring many 

people from pursuing a seagoing career. The 

IMO has declared 2010 the ‘Year of the 

Seafarer’, and that includes crew welfare as 

well as recruitment and training. Insurers are 

aware of the risk to hull and machinery, and of 

course cargo, if crews are fatigued, discontented 

or suffering poor food or conditions. And the 

continuing trend to criminalise seafarers creates 

yet another negative image for shipping that 

impairs recruitment," Littlefield concluded in 

her address. 

More than ever, the IUMI president 

concluded, there is an acute need for 

underwriters to focus clearly and selectively 

on the risks presented to them and aim for a 

price that is realistic yet fair. 

 

The Isle of Man Ship Registry has 

signed a Memorandum of 

Understanding (MOU) with Toko 

Maruraku Transportation in Tokyo. 

It was signed in order to facilitate the 

registration and related services to its growing 

number of Japanese clients. 

The services that Toko Maruraku 

Transportation can perform include the 

registration of vessel and mortgage 

registration. For its part, the Isle of Man Ship 

Registry has agreed to provide all the 

necessary support to the Japanese concern. 

This agreement allows Toko Maruraku to 

nominate appointed agents to act on behalf of 

the Isle of Man flag, including the authority 

to issue documents of the Isle of Man Ship 

Registry, as well as verifying receipt of 

signed documents. 

It means that for the first time owners based 

in Japan and in other east Asian markets will 

have instant, real-time access to Isle of Man 

flag services and vessel registration issues on 

a localised basis. 

Dick Welsh, director of the Ship Registry 

said: “This Memorandum of Understanding 

represents an important step forward for the 

Isle of Man Ship Registry. Japan is a country 

we have proactively targeted with our 

marketing efforts, especially over the past 

year. This is starting to pay off with several 

new registrations being secured recently.” 

Last year, the registry revoked its proposed 

annual fee increase in response to the tough 

times faced by many of its shipowner 

signatories. 

The registry said the Isle of Man 

Government’s Department of Trade and 

Industry had agreed it would maintain 

the flag’s current fee levels until at least 

April 2010. 

At the time, the Isle of Man Government’s 

DTI Minister, David Cretney MHK, said: 

“This unprecedented move should allow 

shipowners and operators to consolidate their 

position in these trying economic times and 

send a very clear message that in these 

challenging times, the Isle of Man Ship 

Registry remains flexible and adaptable to 

changes affecting the global shipping 

industry.” 

The Ship Registry’s annual fee increase is 

based upon an assessment of its budget 

requirements, taking into account the cost of 

operating an international ship register in the 

face of increasing international requirements 

and costs of providing global services. 

06 


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INDUSTRY - NEWS FEATURE 

IMEC outgrows 

the present - 

looks to the future 

There are many shipping organisations today – some say too many. 

However, one that has come a long way in a relative short space of time 

is the International Maritime Employers’ Committee Limited (IMEC). 

IMEC started off life as the seafarer 

bargaining forum of the ISF and under 

the astute leadership of David 

Dearsley, took on a separate identity 

and expanded its role considerably into cadet 

sponsorship and to becoming an organisation 

with representation at many industry fora 

worldwide, especially where seafaring 

is concerned. 

As the organisation became larger, the 

secretariat and its members decided that it 

should speak with a more independent voice 

and that sharing a building with the 

International Shipping Federation (ISF) and 

the International Chamber of Shipping (ICS) 

was no longer an option. Space was also 

becoming a premium, due to its increased 

membership, which now numbers over 130 

operating nearly 6,500 vessels of all types, 

belonging to more than 40 different flag states 

and employing more than 157,000 seafarers of 

all nationalities. 

Last year was something of a watershed 

for IMEC. First, the organisation moved to 

more spacious accommodation overlooking 

London’s St Katharine’s Dock and second, 

came the retirement of long term secretary 

general David Dearsley, who was replaced by 

Giles Heimann. 

Heimann had spent 12 months working 

alongside Dearsley and was officially 

appointed as secretary general on the latter’s 

retirement at the IMEC mid-year general 

meeting in Manila on 2nd October 2009. 

Also last year, IMEC had to cope with two 

traumatic events - the financial crisis took a 

firm hold of the industry, seeing unprecedented 

financial pressure on shipowners; plus the 

increase in piracy seen in the Gulf of Aden and 

off the Eastern seaboard of Somalia. 

The world’s financial problems were 

particularly significant at the bi-annual 

International Bargaining Forum (IBF) 

negotiations between the Joint Negotiating 

Training in full swing in the Philippines. Retired general secretary David Dearsley can be 

seen top left. 

Group (JNG), of which IMEC is a member, 

and the International Transport Workers’ 

Federation (ITF) last year. The JNG is made 

up of IMEC, the Japanese and South Korean 

Shipowners’ Associations and Evergreen. 

Cost pressures 

Many of the IMEC members reported 

considerable pressure being put upon them to 

cut costs, of which seafarers employment 

represented a significant part. It was therefore 

agreed after three rounds of negotiations 

between the JNG and the ITF to maintain 

crew salaries at their current level until the 

end of 2010, in other words a pay freeze. 

The other significant development during 

2009 was the increase in piracy emanating 

from the politically unstable country of 

Somalia. IMEC, as a member of the JNG, had 

negotiated the creation of a High Risk Area in 

the Gulf of Aden with the ITF during the latter 

part of 2008, which was the first such area 

adopted by the industry and became a 

benchmark for other maritime associations. 

The increase in piracy during the early part 

of 2009 saw the High Risk Area subsequently 

expanded to cover the entire Gulf of Aden and 

then an area up to 400 miles of Somalia’s 

eastern seaboard. 

This High Risk Area calls for shipowners to 

route their vessels through internationally 

adopted safety corridors and allows seafarers 

serving on board ships transiting the area 

increased terms and conditions. While a 

temporary drop in piracy occurred during the 

Monsoon season, its abatement towards the 

end of last year saw a resurgence in attacks. 

The same key challenges that faced the 

industry in 2009 had continued thus far this 

year. 

The world financial situation is still in a 

critical period with continued pressure being 

08 


INDUSTRY - NEWS FEATURE 

New secretary general Giles Heimann. 

applied to all industries to cope with the drop 

in trade and curtail expenditure. While an 

understanding was reached last year that IBF 

pay reviews would be kept on hold until the 

end of 2010, in order to assess any change to 

the fortunes of the industry over a longer 

period, initial indications seem to show that 

the industry will not undergo any large change 

during the foreseeable future. 

IBF commitment 

Heimann said that IMEC is committed to the 

IBF negotiation process and fully intends to 

comply with the agreement to meet with the 

ITF during 2010 with a view to pragmatically 

examining the continued effect of the financial 

crisis on the ability of the shipowners to agree 

to any future increase in minimum salary 

levels, for seafarers employed by its members. 

Other meetings are planned to look at the 

methodology currently being used as much of 

it is several years old and thus out of date, 

such as the ‘model ship’ used in negotiations 

having a crew of 23. 

He also stressed that IMEC would continue 

to monitor and be an active participant in 

discussions surrounding the effect of piracy on 

world trade flowing through the Gulf of Aden, 

en route to and from the Suez Canal. In 

dialogue with the ITF, IMEC and its partners 

within the JNG, it will continue to evaluate the 

effectiveness of the established High Risk 

Area and of the warships patrolling the safe 

corridors through the Gulf of Aden. 

Having hosted a meeting of National 

Shipowners’ Associations during December, 

IMEC represented its members, and other 

associations, at a tri-partite conference called 

during the first week of January in the 

Philippines. At this conference, IMEC aired 

the view that while the effect of piracy was 

saving a significant impact on the safety of 

seafarers, the cause of the piracy was an issue 

that could not be dealt with by the shipping 

industry, but rather at international 

government level. IMEC will continue to 

lobby for governments to act during 2010, 

Heimann stressed. 

He also revealed that the Philippine 

Government had been very close to banning 

all its seafarers from sailing on board vessels 

in the area, but thanks to the meetings 

convened by IMEC, withdrew its threat. 

IMEC has since signed a joint communiqué 

with the Philippines to lobby other 

governments to take action to bring economic 

and political stability to the area. One result is 

that the Philippine manning agents will have 

to introduce mandatory anti-piracy training for 

their seafarers from 1st February this year. 

There are many other challenges to be faced 

this year - not least the rapidly approaching 

implementation of the Maritime Labour 

Convention (MLC) and also the amendments 

to the STCW convention. IMEC said that it 

would continue to monitor developments in 

both these key areas of international 

legislation closely in order to provide relevant 

and up to date advice to its members. 

MLC worries 

Heimann expressed a certain amount of 

apprehension about the impending MLC 

legislation, which was fast approaching and 

could be ratified in 2011. He said that many 

flag states were simply not ready to include 

the legislation in their government’s statute 

books and others had different interpretations 

of the MLC. Another cause for concern was 

the possible lack of port state control 

inspectors trained to tackle the question of 

MLC certification properly. 

Due to its expanded role, which now 

includes a sponsored cadet scheme, two new 

members of staff are needed. One position, an 

executive officer, training and development - 

will be dedicated to looking after IMEC’s 

increasing training commitments and act as 

secretary to the IMEC recruitment & training 

committee. 

Heimann explained that this position will be 

critical in maintaining communication 

between the IMEC training director, who is 

based with his two staff at a dedicated office 

in Manila, the chairman of the recruitment and 

training committee and the secretary general. 

This year will see the IMEC cadet 

programme in the Philippines grow by a 

further 250 cadets - 200 cadets at the 

Maritime Academy of Asia and the Pacific 

and a further 50 cadets at the University of 

Cebu, in addition to the other training 

commitments maintained by IMEC 

worldwide. This effectively increases the total 

number of cadets under the IMEC training 

scheme to over 500, sponsored for a four year 

period. Heimann said that there are plans to 

increase the number to around 1,000 cadets 

over the next three years, together with 

possible expansion into other manpower 

supply countries. 

The second position to be filled will be an 

administrative assistant who will be used in 

maintaining even closer contact and 

communication with the IMEC membership 

on a day to day basis, in particular dealing 

with accounts and contributions to the various 

funds operating under IBF agreements. 

Expanding role 

Other events this year include an Annual 

General Meeting planned for London during 

April and a mid-year general meeting in 

Mumbai in November. Heimann said that 

IMEC will also further build its relationships 

and connections with other shipowner 

associations in the near future and will 

continue to develop strategic partnerships that 

allow for greater exchange of experience and 

information, such as the industry roundtable 

on seafarer criminalisation. He also revealed 

that he intends to travel to various major 

shipping centres to sit down with members 

and listen to their views. 

IMEC vice chairman, Bob Goodall 

concluded: “2009 was indeed a year that was 

extremely positive in terms of the 

development of IMEC as a representative 

international members’ organisation. The 

move to the office and the succession of 

David Dearsley by Giles Heimann signifies 

the continued development of IMEC as a 

reputable and recognised industry authority. 

Of course, on a less positive note were the 

continued repercussions due to the world 

financial crisis and other issues, such as 

piracy, which continue to blight our industry. I 

am, however, confident that through continued 

co-operation and communication with all our 

partners, administrations and governments, we 

will tackle these challenges.” 

Finally, the IMO has decreed 2010 as the 

‘Year of the Seafarer’ in which IMEC said 

that it intends to play a significant role. 

TO 


INDUSTRY - PROFILE 

How to get from 

A to B via C 

With shipping routes constantly changing due to a variety of reasons 

not least new separation zones; regulatory routes, such as SECA areas; 

anti-piracy protection zones; new terminals etc, there is a need for more 

accuracy in voyage planning when calculating the distance between ports. 

Many distance tables only list the 

shortest route from A to B, 

which does not take into 

account the correct sailing 

pattern. Draft restrictions, separation zones, 

offshore terminals and moveable pilot stations 

can all play their part in making a voyage 

calculation either too short or too long, 

causing both the owner/manager and the 

operator/charterer to miscalculate the true 

length of the voyage. 

To try to overcome this problem, in 2003 a 

group of 10 retired master mariners and other 

shipping experts joined together to digitise 

and update the bible of distance tables – the 

BP Shipping Marine Distance Tables. 

Introduced the following year, these new 

distances were calculated with the aid of 

electronic charts. 

By this time, the group - who were mainly 

made up of ex BP masters – had formed a 

company rather cleverly called AtoBviaC. 

Today, the electronic distance tables are 

constantly being updated as new ports 

terminals come on stream, some being several 

1,000 miles inland from the sea and others, 

such as FPSOs, monobuoys etc being far 

from land. 

“We are constantly monitoring routings,” 

AtoBviaC director Bill Morris told 

TAKEROperator. Morris also runs a 

company called Shipping Commercial 

Software. 

Since its launch in 2004, AtoBviaC has 

compiled a list of 7,550 ports, sub-ports and 

terminals and is constantly adding to the total. 

Sub-ports, such as those found in the 

Rotterdam/Europoort area and on the 

Mississippi river can be included separately to 

give greater accuracy. 

For example, if a vessel was sailing to 

Baton Rouge, many distance tables would 

give the information only as far as the pilot 

station at Southwest Pass, located at the 

entrance of the Mississippi Delta, some two 

days steaming from the final destination. 

Likewise, a vessel on voyage to Rotterdam 

would only be given the distance to the 

Hook of Holland, whereas AtoBviaC 

includes most of the ports on the Caland 

Canal and the New Waterway, which could 

make a difference of a couple of hours 

steaming time. 

Another example given by director Capt 

Trevor Hall was the distance from London to 

Le Havre. Most tables give the short route via 

North Foreland directly down the English 

Channel, whereas AtoBviaC’s electronic 

version will show the distance for a deep draft 

vessel via the Sunk pilot station and then 

down the western separation zone, which 

although longer, is the more realistic and 

accurate route. 

Anti-piracy diversions 

Another major example, which has come to 

light during the past couple of years is the 

route from Ras Tanura to LOOP Terminal via 

the Cape of Good Hope. The traditional route 

would take the vessel close to the East African 

coast. However, today due to the piracy 

situation in the region, the tanker would take a 

longer route, adding 475 miles to the journey, 

or two days extra sailing time. 

Taking another traditional tanker route- 

Ras Shukheir to LOOP - here, the shortest 

route via the Cape is around 12,450 miles 

using the inside channel close to the 

coastline. However, today, the tanker would 

need to steam 13,855 miles to avoid the 

potential piracy danger areas, especially 

around the Gulf of Aden. 

Even ship-to-ship transfer areas, such as the 

area off the UK’s East coast near Southwold 

are included and more are added as they 

appear. The new FPSO loading areas off the 

West African coast have had to be added in 

recent years and again more will be added as 

they come on stream. 

In addition to calculating distances 

Ex BP master now AtoBviaC director 

Capt Trevor Hall. 

accurately between ports and terminals, the 

system can provide a list of available ports 

and routing points within the tables. A short 

description of the route selected in plain text 

and a map on which the route was plotted is 

also included. 

The company is a licensed partner of the 

UK Hydrographic Office (UKHO) and all the 

relevant navigational information is updated 

on a weekly basis, using the Admiralty Notice 

to Mariners. Updates to the tables are then 

issued every two months via an online 

updating facility. 

The distance tables’ ‘engine’ can be used as 

a toolkit to enable software developers to 

incorporate the information into their own 

applications. For example, the tables are being 

10 



used by ShipNet, Shipping Commercial 

Software and Danaos, among others. BP 

Shipping has the electronic distance tables on 

board the whole of its fleet and several 

broking houses have also purchased the 

system. 

Morris and Hall said that the ideal scenario 

would be a system installed on board each 

vessel in a fleet and also in the operations 

manager’s office so that any dispute regarding 

possible demurrage, or despatch could be 

quickly dealt with by using accurate distance 

tables for voyage estimating/planning and for 

post fixture work. 

Networked version 

To facilitate this, the system can be supplied 

as a network version for installing on a shared 

network server to ensure that all the users are 

accessing common data and simplifying the 

deployment of updates to the software and 

distance tables. 

The Distance Tables are also available as a 

web based service on an annual subscription 

basis. This service also provides information 

on distances steamed within the SECA 

(ECA) areas in Northwest Europe and off 

California. 

Last December it was announced that the 

Worldscale Association had again calculated 

the routes for the 2010 tanker flat rates using 

AtoBviaC’s distance tables. A major change 

for the tanker routes this year is, where 

applicable, was the calculating of routes using 

the Gulf of Aden Transit Corridor. 

Worldscale’s published rates covers 320,000 

voyage permutations from one or more load 

Ras Tanura to LOOP is now routed well to the east of East Africa. 

The route from Mongstad to the Mersey goes to the west of the Outer Hebrides. 

ports to one or more discharge ports, or 

terminals. The Worldscale rates are set in 

stone for a year, whereas routes, ports and 

terminals regularly change on a more 

frequent basis. 

AtoBviaC’s BP Shipping Marine Distance 

Tables can be downloaded via an internet 

connection with a BlackBerry, PDA, Pocket 

PC, or depending on its capabilities – a 

mobile telephone. A number of different 

layouts are available depending on the mobile 

device and browser being used. 

Once a port, or sub-port has been chosen, 

the country, UNCTAD Code, position and 

LoadLine zone can be displayed and the 

port’s location can be displayed on a map. 

Routing can be controlled by selecting a via 

point while a speed setting allows a voyage 

duration to be calculated together with the 

distance involved. The route used is 

displayed on map, the size of which can also 

be selected. 

A ‘continue voyage’ option is available to 

calculate distances involving more than one 

port, while a calculation history is displayed 

to allow overall distances to be evaluated, or 

distances via different routing points to be 

compared. 

Designed to be used in a Microsoft 

Windows 2000 application or a later version, 

the system is being marketed in two forms - 

standard and professional. The main 

difference is that with the professional model, 

a voyage planner and route warnings are 

added and information is displayed as a fully 

configurable user interface with dockable 

windows and layouts. 

The voyage planner allows the user to vary 

the vessel’s speed for each voyage leg and to 

include port and canal transit times. It can 

generate ETAs, calculate bunkers consumed 

and quantities to be stemmed. 

Although started by a group of ex BP 

seagoing tanker personnel, the distance tables 

have also been compiled to cater for other 

vessel types, such as drycargo, LNG, LPG, 

containerships and others. For example, Capt 

Hall said that today the LNG trades need 

special attention due to new offshore and 

onshore receiving terminals and loading 

terminals coming on stream. 

TO 



used by ShipNet, Shipping Commercial 

Software and Danaos, among others. BP 

Shipping has the electronic distance tables on 

board the whole of its fleet and several 

broking houses have also purchased the 

system. 

Morris and Hall said that the ideal scenario 

would be a system installed on board each 

vessel in a fleet and also in the operations 

manager’s office so that any dispute regarding 

possible demurrage, or despatch could be 

quickly dealt with by using accurate distance 

tables for voyage estimating/planning and for 

post fixture work. 

Networked version 

To facilitate this, the system can be supplied 

as a network version for installing on a shared 

network server to ensure that all the users are 

accessing common data and simplifying the 

deployment of updates to the software and 

distance tables. 

The Distance Tables are also available as a 

web based service on an annual subscription 

basis. This service also provides information 

on distances steamed within the SECA 

(ECA) areas in Northwest Europe and off 

California. 

Last December it was announced that the 

Worldscale Association had again calculated 

the routes for the 2010 tanker flat rates using 

AtoBviaC’s distance tables. A major change 

for the tanker routes this year is, where 

applicable, was the calculating of routes using 

the Gulf of Aden Transit Corridor. 

Worldscale’s published rates covers 320,000 

voyage permutations from one or more load 

Ras Tanura to LOOP is now routed well to the east of East Africa. 

The route from Mongstad to the Mersey goes to the west of the Outer Hebrides. 

ports to one or more discharge ports, or 

terminals. The Worldscale rates are set in 

stone for a year, whereas routes, ports and 

terminals regularly change on a more 

frequent basis. 

AtoBviaC’s BP Shipping Marine Distance 

Tables can be downloaded via an internet 

connection with a BlackBerry, PDA, Pocket 

PC, or depending on its capabilities – a 

mobile telephone. A number of different 

layouts are available depending on the mobile 

device and browser being used. 

Once a port, or sub-port has been chosen, 

the country, UNCTAD Code, position and 

LoadLine zone can be displayed and the 

port’s location can be displayed on a map. 

Routing can be controlled by selecting a via 

point while a speed setting allows a voyage 

duration to be calculated together with the 

distance involved. The route used is 

displayed on map, the size of which can also 

be selected. 

A ‘continue voyage’ option is available to 

calculate distances involving more than one 

port, while a calculation history is displayed 

to allow overall distances to be evaluated, or 

distances via different routing points to be 

compared. 

Designed to be used in a Microsoft 

Windows 2000 application or a later version, 

the system is being marketed in two forms - 

standard and professional. The main 

difference is that with the professional model, 

a voyage planner and route warnings are 

added and information is displayed as a fully 

configurable user interface with dockable 

windows and layouts. 

The voyage planner allows the user to vary 

the vessel’s speed for each voyage leg and to 

include port and canal transit times. It can 

generate ETAs, calculate bunkers consumed 

and quantities to be stemmed. 

Although started by a group of ex BP 

seagoing tanker personnel, the distance tables 

have also been compiled to cater for other 

vessel types, such as drycargo, LNG, LPG, 

containerships and others. For example, Capt 

Hall said that today the LNG trades need 

special attention due to new offshore and 

onshore receiving terminals and loading 

terminals coming on stream. 

TO 


INDUSTRY - DENMARK REPORT 

Denmark - 

Successfully 

riding the storm 

Denmark is now the most successful country in shipping terms in the Baltic region, 

a situation mainly brought about by a sympathetic government. 

The country has also built up a 

vibrant maritime cluster down the 

years, which is very well 

illustrated when looking at the list 

of co-operating participants in the Danish 

‘Green Ship of the Future’ project (see page 

17). These include some of the world’s most 

influential companies in their respective 

fields, such as MAN Diesel, AP Moller- 

Maersk, TORM, Force Technology and others. 

As a result, shipping has become Denmark's 

second most important export earner, with an 

aggregate turnover of more than DKK100 bill. 

However, only 5% of the tonnage is employed 

in national and neighbouring countries' waters. 

It is estimated that together with their overseas 

affiliates, Danish owners operate a fleet of 50 

mill dwt. Taking all vessel types into 

consideration, Danish shipping companies 

own 3% of the world’s fleet, according to the 

Danish Shipowners’ Association (DSA). 

In line with almost everybody else, the 

latest DSA statistics show that the numbers of 

vessels under construction, or on order for 

Danish owners has slumped. 

Compared with the total as of 1st January 

2009, the number for January 2010 showed a 

drop of 30%. The total was 275 vessels 

totaling 11 mill dwt, compared with 15 mill 

dwt the year before. The DSA said that there 

were less than 10 new orders placed 

throughout 2009. 

However, the owners were still talking of 

significant expansion of the Danish fleet, 

which now totals 13 mill dwt (as of 1st 

January 2010). 

Sympathetic government 

What is driving the optimism is that the 

Danish government’s approach is in stark 

contrast to that of Norway and Sweden for 

example, allowing companies, such as AP 

Moller-Maersk, Clipper, NORDEN, TORM 

and others to build up sizeable fleets instead 

of taxing them to such an extent that they seek 

pastures new. 

The DSA said that the government and 

Danish maritime authorities generally support 

the creation of a positive political framework 

for ships to operate under the national flag. 

Maintaining the competitive edge of Danish 

shipping operations without direct subsidies 

and upholding the commitment to the 

principle of freedom of the seas with free 

market access are focal points of Denmark's 

national and international shipping policy, the 

association said. 

The DSA has come out firmly against any 

form of protectionism and state aid. Jan Fritz 

Hansen, DSA’s executive vice president 

claimed that certain countries were bailing out 

their shipping companies that were in 

financial trouble and others were trying to 

force local shippers to use their domestic flag 

vessels, especially on coastal trades. 

Despite the newbuilding downturn, the total 

number of vessels still to be delivered to 

Danish owners is substantial, currently 

corresponding to some 75% of the current 



doubt rumble on at all levels until the March 

IMO MEPC meeting and beyond. 

However, it has not all been plain sailing 

recently as the world’s financial situation 

coupled with a dramatic drop in freight rates 

has meant that companies are struggling to 

make ends meet. 

All the companies spoken with by 

TAKEROperator have various plans in place 

to cut costs, not least by cutting vessels’ fuel 

consumption and thus reducing emissions 

ahead of the regulatory constraints that are 

being put in place. 

DSA’s vice president Jan Fritz Hansen – trying to recruit seafarers. 

fleet size. As a result of fleet replacements and 

renewals in recent years, Danish companies 

now own and operate one of the youngest 

fleets in the world with an average age of just 

seven years, compared to a world average of 

about 13 years (October 2009 figures). 

Danish shipowners also operate an 

equivalent amount of tonnage chartered from 

foreign flag states, either on long term 

timecharters, or on bareboat terms. 

Figures produced in October 2009 showed 

that Danish concerns owned 3,292 tankers, 

amounting to 31% of the total Danish fleet, 

which corresponded to its highest ever level. 

The DSA warned that to maintain high, 

efficient safety standards, it was vital to 

employ well-qualified seafarers and personnel 

to operate the technologically advanced fleet, 

as well as to staff the wide range of associated 

maritime-related activities. To that end, 

Danish owners employ more than 20,000 

nationals and some 3,000 foreigners in the 

shipping industry alone. 

Although Danish nautical schools provide 

excellent training facilities and the industry 

offers outstanding carrier opportunities, 

Danish owners are, like many of their 

competitors, experiencing problems recruiting 

a sufficiently large number of seafarers. 

However, continuous efforts to redress this 

imbalance are being made, the DSA said. 

As for the low sulphur issue, the Danes are 

championing the bunker fuel levy scheme put 

forward by the Danish Maritime Authority 

(see TAKEROperator, November/December 

2009, page 32) against market based 

instruments, but no decision was made at 

UNFCCC (COP15) and the debate will no 

Satcoms success 

Apart from the some of the world’s largest 

shipping companies, Denmark is home to 

many equipment suppliers who claim to be 

leaders in their respective fields. One such 

company is Thrane & Thrane, which last 

September celebrated the delivery of the 

company’s 5,000th SAILOR FleetBroadband 

terminal since deliveries started in December 

2007. 

“Reaching this milestone in such a short 

space of time reflects how quickly 

FleetBroadband has been accepted and also 

how end-users appreciate the quality and 

reliability of SAILOR products,” said CEO 

Walther Thygesen. “The market for 

FleetBroadband continues to grow and based 

on the performance of SAILOR terminals so 

far, we hope to hit the next milestone of 

10,000 terminals much earlier than expected.” 

Since going, live, FleetBroadband has 

become the industry standard global data 

solution for all vessel types. It offers full 

global coverage following the third Inmarsat 

I4 satellite coming online in February 2009 to 

service the Asia/Pacific region. 

Thrane & Thrane was first in the market 

following the launch of the Inmarsat 

FleetBroadband service in November 2007, 

with the SAILOR 500 and 250 

FleetBroadband terminals. Thrane & Thrane 

extended its portfolio in June last year with 

the SAILOR 150 FleetBroadband terminal. 

This features the smallest FleetBroadband 

antenna to date and is designed for basic 

IP requirements and satellite telephony 

on board. 

The company was founded in 1981 by the 

twin brothers Lars and Per Thrane. The first 

product developed was a radiotelex modem 

for the Danish Ministry of Foreign Affairs. In 

the mid -1980s, Thrane & Thrane changed 

direction from producing radiotelex to mobile 

satellite communications based on Inmarsat, 

the world's leading mobile satellite operator. 

Today its equipment for the maritime 

14 



Thrane & Thrane’s SAILOR brand is a world leader in FleetBroadband distribution. 

market is sold worldwide under the corporate 

Thrane & Thrane brand, and the SAILOR® 

sub-brand, through distributors and partners 

and as OEM products. 

Thrane & Thrane’s SAILOR products 

cover: 

Satellite communications: SAILOR VSAT, 

SAILOR FleetBroadband, SAILOR Fleet, 

SAILOR mini-C, SAILOR SC4000 

Iridium, SAILOR Satellite TV. 

Radio Communications: SAILOR System 

5000 MF/HF, SAILOR 6200 VHF series, 

SAILOR SP3500 portable VHF/UHF 

series. 

Safety & Tracking: Ship Security Alert 

System (SSAS), Long Range Identification 

and Tracking (LRIT), LocPoint – web 

based tracking. 

In the spring of 2004, Danish company 

Eurocom Industries, one of the world’s 

leading suppliers of equipment for maritime 

radio communication and owner of the 

SAILOR and SKANTI brands, was acquired 

by Thrane & Thrane. This acquisition secured 

Thrane & Thrane’s position as the largest 

supplier of communications equipment for the 

maritime market. 

In October 2006, Thrane & Thrane acquired 

the Norwegian company Nera SatCom, which 

was renamed to Thrane & Thrane Norway. 

In February 2009, Thrane & Thrane signed 

an agreement to acquire the advanced marine 

TV and Radioantennas manufacturer, Naval 

Electronics AB (Naval). 

Rival Furuno has its European headquarters 

in Copenhagen and has established the Furuno 

BroadBand Service Centre (FBS) in the 

Danish capital. 

FBS is responsible for the development, 

expansion and maintenance of Furuno’s 

maritime satellite communication activities, 

including marketing, support and traffic 

accounting for satcoms such as INMARSAT 

and VSAT systems. 

The centre also serves as the co-ordination 

centre for all Furuno subsidiaries, national 

distributors and clients in EMEA and North 

America providing airtime and co-ordination 

support. 

“We are very excited about this new office 

in Copenhagen. Our new Broadband Service 

Centre marks an important step forward in 

expanding our maritime broadband portfolio”, 

said Muneyuki Koike, managing director and 

divisional vice general manager of Furuno 

Electric. 

The new service centre will focus on the 

core areas vital for reliable maritime 

broadband connectivity including: tailored 

system solutions, least cost routing, airtime, 

compression utilities for bandwidth 

optimisation, trench settings, white and black 

listing of Web pages, on board GSM solutions, 

etc. FBS also offers consulting, educational 

seminars and sales support. 

In addition to FBS, Furuno had originally 

set up the European branch office (FEBO) in 

Copenhagen focusing on support in EMEA of 

the integrated bridge technology and Furuno 

INS Training Centre (INSTC), complete with 

skilled experts engaged in training of officers 

in bridge management and operational training 

in the use of Integrated navigation and 

communication systems. 

Major service group 

Based in Aalborg, the Wrist Group is one of 

the world’s largest ship services companies, 

providing a one-stop shop and single point of 

contact for all bunker fuel, ship supply and 

shipping products and services. 

As well as Wrist Ship Supply, the Group 

owns OW Bunker a major physical supplier 

and trader of marine fuels and provider of risk 

management services, and Wrist Shipping, a 

provider of shipping services. Through its 

Danish owners, such as Lauritzen, continue to take delivery of newbuilding tankers. 



three divisions, Wrist Group has a presence in 

22 countries worldwide and operates over 40 

tankers as part of its global fleet. 

By and large, the group has built up its 

portfolio on mergers and acquisitions and 

recently announced the purchase of World 

Ship Supply, West Coast Ship Supply, East 

Coast Ship Supply and Karlo Corporation – 

collectively known as One Source North 

America - the largest ship supply organisation 

in North America. 

The move represented the largest deal in the 

Wrist Group’s corporate history, and provided 

the organisation with a major inroad into the 

US and Canadian markets. 

This was Wrist Ship Supply’s fifth deal in 

the past 12 months and continued the group’s 

strategy of controlled global expansion. Wrist 

now has a significant presence in all key 

global regions in Europe, The Far East, 

Middle East and the Americas. 

In 2007, one of Europe’s largest private 

equity organisations – Altor - acquired the 

Wrist Group. 

TO 

Danish tonnage tax system explained 

The Danish Parliament passed 

the Danish Tonnage Taxation 

Act that implements a relatively 

low level of taxation, based on 

the total tonnage a shipowner 

operates. The Danish tonnage 

tax regime – including the level 

of taxation – is competitive and 

similar to the regimes already 

incorporated in the Netherlands, 

the UK, Germany etc. 

1) Which companies are included? 

The tonnage taxation regime can be used 

by limited shipping companies registered in 

Denmark, EU shipping companies with a 

permanent establishment in Denmark and 

all companies where the management is 

located in Denmark, provided that the 

company is liable to company taxation 

in Denmark. 

Shipping companies can choose to be 

taxed on the basis of the total actual tonnage 

they operate, or alternatively the ordinary 

income taxation. 

2) Window and limitation 

The tonnage tax is optional, and the 

choice made by the shipping company will 

be binding for a period of 10 years. This 

will apply not only to companies that 

choose tonnage taxation, but also to 

companies that are under the ordinary 

corporate taxation. 

Qualified companies are obliged to 

choose either corporate taxation or tonnage 

taxation before they file their income tax for 

the year in which they qualify for tonnage 

taxation. 

All qualifying shipping companies within 

a group have to choose a similar taxation. 

However, individual companies with 

separate and independent management and 

clearly different business activities can 

apply for separate taxation. 

3) Income subject to tax 

Only income derived from the shipping 

business and associated activities can be 

subject to the tonnage taxation. Associated 

business can include pool administration 

fees, operation and maintenance of 

dockyards and other related office facilities. 

The total income from sub-licensed 

transport services is also included. 

The tonnage income is derived from the 

company’s own fleet, ships on bareboat and 

timecharter of 20 gt or over. Bareboat 

leasing out of ships is not considered 

shipping business and can only incidentally 

be covered. The business has to be operated 

from Denmark for both business and 

strategic purposes. 

Timechartered tonnage can be included in 

a 10:1 ratio for owned tonnage, including 

bareboat chartered ships versus 

timechartered vessels. If the total gross 

tonnage moved by chartered ships exceeds 

the total gross tonnage moved by the 

company’s own ships with more than 10:1 

ratio, this income will be taxed as ordinary 

income. 

4) Tonnage income 

The tonnage income is calculated per 100 

net tonne per 24 hours regardless of 

operating status as follows:- 

et tonne per day 

Calculated income 

in DKK per 100 

net tonnes 

operated 

< 1,000 DKK 7.8 

1,000 > 10,000 DKK 5.6 

10,000 > 25,000 DKK 3.35 

25,000 > DKK 2.2 

Source: Danish Shipowners’ Association. 

All expenses concerning the tonnage 

income are non-deductible, and assets 

included in the tonnage tax can not be 

depreciated. However, profits from the sale 

of vessels are included in the tonnage tax 

and therefore not taxed separately. 

The tonnage income and other taxable 

income including financial income (see item 

4) are taxed with the ordinary company 

taxation rate which is presently 25% 

per year. 

5) Financial income 

If the company’s financial net income is 

positive, this income will be taxed 

according to the normal account. If the net 

financial income is negative, the financial 

expenses are allocated with regard to the 

ratio of the book value of the shipping 

companies’ assets, which are inside or 

outside the tonnage tax system. 

Gains and losses related to currency 

fluctuations are - independently of the net 

result - always allocated between either 

tonnage tax activities, or ordinary taxation. 

Gains and losses from futures related to 

the business are diverted to the account for 

which they are issued. 

6) Deferred taxes 

In the Danish tonnage tax system, the 

existing deferred taxes will not be abolished 

after a period of time as for example in the 

UK. The shipping companies which choose 

the tonnage tax after they have been using 

depreciations in the ordinary tax system in 

Denmark will have to keep a special system 

of accounts related to the ships, which have 

been depreciated in the ordinary tax system 

and ships acquired later. As long as the 

shipping companies do not change the 

shipping activity level significantly, no 

deferred taxes will actually be levied. 

New shipping companies can choose the 

tonnage tax without keeping this special 

system of accounts due to the fact that they 

have never used depreciations in the 

ordinary tax system. If such companies 

choose to opt out of shipping, the tonnage 

taxation is final for the period under the 

tonnage tax system. 

7) Flag requirement 

The Danish tonnage tax system is flag 

blind and includes all of a company’s 

vessels. However, in line with EC 

regulations, the shipping company must 

maintain the relative share of EU tonnage 

it had when entering the system. 

16 



Danish shipping 

turns Green 

The Danish ‘Green Ship of the Future’ initiative has existed for just less than two years 

but has already initiated 19 projects aimed at reducing CO2, Ox or SOx and 

attracted most of the leading names in Danish shipping. 

This initiative was announced on 

the 9th of April, 2008 by the 

Danish Minister of Economic and 

Business Affairs Bendt Bendtsen 

and MAN Diesel director Thomas Knudsen. 

The project was established by MAN 

Diesel, Aalborg Industries, AP Møller - Mærsk 

and Odense Steel shipyard with the primary 

objective of demonstrating and developing 

new green technologies, with significant 

reductions of emissions. However, following 

its launch, the number of members and green 

projects has been growing substantially. 

The aim of the ‘Green Ship of the Future’ 

was to reduce the air emissions from ships by: 

CO2 =30%. 

NOx =90%. 

SOx = 90%. 

There are four main focus areas, which are 

used to categorise the green ship projects into 

– machinery, propulsion, operations and 

logistics. 

During 2009, the partners decided to work 

together on a concept study of so-called ‘low 

emission ships’. The purpose of the study was 

to investigate the possible overall emission 

reductions when the various available 

technologies from the ‘Green Ship of the 

Future’ project were implemented already 

during the design phase of a new ship. 

Studies were carried out for two different 

ship types, an 8,500-teu containership and a 

35,000 dwt handysize bulk carrier. The basis 

for the containership was an A-Type vessel 

from Odense Steel Shipyard, while the basis 

for the bulk carrier was a Seahorse 35 type 

bulk carrier from designers Grontmij/CarlBro. 

In the concept studies, only available and 

proven ‘green’ technologies were used, which 

meant that it was possible to build the ships as 

specified and documented by the two project 

leaders behind the concept studies - Odense 

Steel Shipyard and Grontmij/Carl Bro. 

The concept studies were carried out to 

benchmark the new technologies in relation to 

the goal of ‘Green Ship of the Future’ 

(reduction of exhaust gas emissions) and in 

relation to the coming international 

regulations on NOx and SOx emissions and 

most probably also CO2 emissions, by the 

introduction of the Energy Efficiency Design 

Index (EEDI) for new ships. 

Many partnerships 

Today, there are many leading Danish 

equipment suppliers and shipping companies 

involved in various projects linked to the 

scheme in partnerships. 

One such concern is Aalborg Industries, 

famous for marine boilers, heat exchangers, 

thermal fluid systems, inert gas systems and 

more recently scrubbers and ballast water 

treatment systems. 

Aalborg is undertaking a significant amount 

of research within the ‘Green Ship of the 

Future’ and the ‘Hercules’ projects with 

various partners. 

Aalborg’s waste heat recovery and main 

engine exhaust gas scrubber system are the 

company’s main input into the ‘Green Ship of 

the Future’ project. However, president and 

CEO Jan Vestergaard Olsen explained that 

marine boilers still accounted for 51% of the 

business, much of which is in demand from 

the tanker sector. 

For large tankers, such as VLCCs, Aalborg 

offers a complete package including large 

steam capacity oil-fired boilers, composite 

boilers, heat exchangers, waste heat recovery 

systems and inert gas systems. In short 

Aalborg claimed that it could take care of 

heat, steam power, energy and safety. 

The company also offers a global after sales 

service, including engineering projects, 

equipment retrofits, trouble shooting/problem 

solving, spare parts, inspections, retubing and 

servicing. The FPSO conversion market is 

another area being exploited. 

General manager Olav Knudsen explained 

that engine efficiency can be improved by 

installing a waste heat recovery system. He 

said that main engine research really came to 

Aalborg Industries’ Jan Vestergaard Olsen 

is a firm supporter of the ‘Green Ship of 

the Future’ initiative. 

the fore after the 1973 oil crisis, but today 

there was little potential for CO2 reduction 

through further engine development alone. 

Thermal efficiency had improved to about 

50%, which left another 50% to be exploited. 

Knudsen explained that by fitting waste 

heat recovery systems to the boilers of a 

VLCC, the potential output on a 32 MW main 

engine running at 100%, 85% and 50% MCR 

is 4.9%, while at 70% MCR the percentage 

was calculated at 4.2. Four VLCCs building at 

STX for Maersk Tankers and two newbuilding 

VLCCs for Sanko at Hyundai Samho are to be 

fitted with the systems. He also said that being 

huge systems, they were easier to include at 

the newbuilding stage as they would be very 

costly to retrofit. 

For VLCCs, large gas tankers and other 

similar size vessels, Aalborg has introduced an 

exhaust gas economiser – MISSION XW-TG 

design. The equipment has range of between 

6-34 tonnes per hour, depending on the size 



Companies involved in the Green 

Ship of the Future project 

Aalborg Industries 

AP Moller-Maersk 

ABB 

APV 

Clipper 

Danish Centre for Maritime 

Technology 

Danish Defence 

Dansk Teknologi 

Desmi 

DFDS 

DTU Mechanical Engineering 

FORCE Technology 

GreenSteam 

and power of the engine to be fitted. 

The company claimed that the exhaust gas 

economiser has the following benefits – 

1) Heating surfaces are made of plate fin 

tubes to help make the boiler compact. 

2) Efficient soot blowers and water washing 

nozzles are built in for safe operation. 

3) Exhaust gas side pressure loss and 

temperature monitoring equipment are 

included. 

4) Adjustment and circulation water 

monitoring equipment are also included. 

Since 2007, Aalborg has been developing 

and testing main engine exhaust gas 

scrubber technology. The company has been 

involved with scrubbers for many years as 

part of its inert gas system programme. R&D 

project manager Jens Peter Hansen 

explained that Aalborg had sold several 

thousand scrubbers within the inert gas 

systems for more than 30 years. 

Tests were carried out on MAN Diesel test 

bed at Holeby in 2008, which resulted in 

Grontmij/Carl Bro 

Hempel 

Lauritzen Bulkers 

Lloyd’s Register 

LR-Marine 

MAN Diesel 

Mols-Linien 

NanoNord 

NORDEN 

Nordic Tankers 

Odense Steel 

SIMAC 

TORM 

what is claimed to be the world’s largest 

scrubber system being fitted on board a 

DFDS ro-ro fitted with a 21 MW MAN 

Diesel main engine. The results are 

expected early this year. During the Holeby 

tests, Aalborg claimed that as much as 99% 

of SOx plus 80% of particulate matter 

was removed. 

In May of last year, Aalborg expanded its 

portfolio of equipment by entering into a 

60:40 joint venture agreement with German 

concern Aquaworx to produce ballast water 

treatment (BWT) systems. Aquaworx will 

supply the technology, which has been 

developed and tested with land-based systems 

in Holland and Aalborg will use its marketing 

network to introduce the systems for 

shipboard use. 

Aquaworx managing director Peter Falk 

said that to cope with potential market 

demand in the maritime sector, it made sense 

to join with a company already well 

established in that sector. 

The system has already undergone thorough 

testing at Lloyd Werft under GL guidance and 

basic IMO approval was granted at last year’s 

July MEPC meeting and type approval should 

be forthcoming this year. The equipment, 

which does not use chemicals, will be 

marketed from Singapore for existing vessels 

as a retrofit package in a modular concept. 

The Aalborg/Aquaworx BWT plant is 

claimed to have low energy consumption of 

about 25 kW for a 250 cu m per hour capacity. 

It was claimed to be easy to operate on board 

ship, it is self cleaning, waste free, has no 

negative impact on other installations and is 

safe to operate. 

Danish/Swedish initiative 

Another initiative under the ‘Green Ship of 

the Future’ banner saw a group of Danish and 

Swedish companies join together to examine 

the use of pre-insulated pipe systems 

on tankers. 

The purpose of this project was to reduce 

the overall fuel consumption on board a 

75,000 dwt Marinvest-owned LR1. The 

companies involved were APV, LR-Marine, 

Desmi and Marinvest. They discovered that a 

saving of around eight tonnes of fuel per day 

could be saved by utilising existing 

components. 

The project’s core was to examine the 

possibility of using the main engine’s waste 

heat to heat up the cargo areas on board the 

vessel. Initial analysis showed that it was 

possible to save up to 20% of the annual fuel 

consumption and thereby saving both money 

and CO2, NOx and SOx emissions. 

Piping supplier LR-Marine joined together 

with pump manufacturer Desmi and heat 

exchanger supplier APV. The existing system 

on board the Panamax tanker was modified by 

changing the outlet for the cooling water by 

inserting a modified heat exchanger between 

WE WOULD NEVER 

WE WOULD NEVER 

SOIL NATURE 

SOIL NATURE 

EVEN THOUGH NATURE 

EVEN THOUGH NATURE 

OFTEN SOILS US. 

OFTEN SOILS US. 

18 


environment-friendly 


the existing components, thus channeling the 

heat from the water into the supporting 

systems on board the vessel. 

This provided heat for the cargo tanks, 

bunker tanks, accommodation and other 

systems and furthermore provided the heat 

and energy for all the supporting elements 

while the vessel was underway. LR-Marine’s 

global sales manager John Nielsen said that 

this basically meant that a tanker of this size 

did not need an oil-fired boiler when at sea. It 

would only be used when the vessel was not 

using its main engine. 

The calculations showed that eight tonnes 

of fuel per day could be saved on a vessel 

normally burning around 42 tonnes per day. 

This equates to about 24 tonnes of CO2 

emissions per day. 

The three co-operating companies mainly 

reacted to ideas put forward by Marinvest’s 

technical director Roger Karlsson. If the 

company implements the system across its 

fleet, new piping, heat exchangers and 

pumps will have to be fitted. In addition, 

all the pipes will have to be insulated to 

minimise heat loss. 

Nielsen claimed that the new equipment 

could be installed in two weeks on a vessel 

the size of an LR1 and the payback time 

would be around two years. Investment in the 

equipment would be a one off cost, whereas 

the benefits could last for 20-30 years. 

For newbuildings, the equipment could be 

installed without making any basic changes to 

the vessel’s design. 

The purpose of this project is to reduce the 

overall fuel consumption on board a 75,000 

dwt type oil tanker owned by Marinvest. As 

part of the project, the cooling water and 

boiler system will be analysed to cover how 

the heat can be utilised. 

The high temperature water from the main 

engine is to be used for cargo heating, transfer 

pipe heating and heating of the 

charge/discharge equipment. Because of the 

pipe insulation, it is possible to transfer 

relatively large amounts of energy from the 

main engine with relatively small losses, it 

was claimed. 

Propulsion initiatives 

MAN Diesel was one of the founders of the 

‘Green Ship’ initiative and much of the 

company’s main engine related equipment is 

MAN Diesel’s 2-stroke diesel engine expert 

Ole Groene. 

currently involved in various different 

projects. MAN said in a recent presentation 

that the challenges were to reduce emissions. 

For low speed diesel engines, the trend is 

for speed reductions to save fuel and thus 

emissions. Another way forward was 

mechanical, as well as thermal machinery 

powerful 

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An illustration on MAN Diesel’s new Chinese slow speed engine design. 

The low speed 

Chinese diesel 

engine 

The main engines would have 

the following particulars – 

1,000 hp @ 140-145 rev/min. 

1,000 kW @ 135-140 

rev/min. 

Six cylinders preferred, but 

five could be an option. 

Direct coupled reversible 

with a fixed pitch propeller. 

Simple construction with 

ease of maintenance. 

Minimum use of electronics. 

Fuel flexibility – either 

HFO, or MDO. 

Low SFOC and 

environmentally compliant. 

optimisation. Waste heat recovery systems and 

LNG, or LPG as the main fuel are other 

options under the microscope at MAN. 

Low speed, or 2-stroke engines, power 

about half of the world’s trade and MAN 

alone accounts for an average of around 85% 

of all 2-stroke diesel engines ordered in the 

last four years. 

In the presentation, the company gave an 

update of the latest initiatives in which it is 

involved. For NOx reduction, MAN is testing 

an exhaust gas recovery system at sea fitted 

on board a Maersk Line containership, while 

to reduce CO2 emissions, the company is 

working on variable turbine area (VTA) 

applications, auto tuning and engine/propeller 

and speed optimisations. 

Together with tanker specialist TORM, 

MAN is testing part load optimisation, which 

entails CO2 emissions and fuel efficiency of a 

6S50ME-B8 ME integrated with a TCA66 

(w/VTA) turbocharger. 

The project involves the development of a 

control strategy for a variable turbine installed 

with an electronically-controlled diesel engine 

and integrated into the engine control system. 

Verification will be sought with the engine 

performance measurements and comparisons 

made with a camshaft controlled engine with a 

non-variable turbocharger. Subsequently, the 

annual CO2 emissions for the vessel with an 

average load profile will be calculated. 

An in factory shop test was undertaken at 

Dalian Marine Diesel in July last year on the 

engine, which developed 9,480 kW at 127 

rev/min. It was fitted with a TCA66-21V 

turbocharger with a variable nozzle ring. The 

average load was 70% and the operating hours 

set at 6,000 per annum. MAN claimed that 

there was a potential fuel saving of $72,000 

annually given a fuel cost of $400 per tonne, 

but this figure still had to be confirmed. 

As for auto tuning, main engine tests were 

started on board the AP Moller-Maersk 

vehicle carrier Maersk Wizard (since renamed 

Hoegh Kobe) in February 2008. The tests 

were continued throughout 2009. MAN said 

that main engine auto tuning would be 

incorporated in the ME-ECS types as an 

option from January this year. 

The engine/propeller/speed (power train) 

optimisation research concerned an 8,000-teu 

containership with main engines selected for 

reduced vessel speeds. These were a de-rated 

9S90ME-C8, versus a 12K98ME-C7. 

With the containership operating at 26 

knots, the 12K98ME-C7 main engine would 

burn 57,292 tonnes of fuel oil per year against 

34,549 tonnes for a 9S90ME-C8 at a vessel 

service speed of 23 knots. The annual fuel 

cost saving calculated at $400 per tonne 

would be a potential $8 mill. 

Although MAN Diesel claimed an 85% 

share of the low speed propulsion contracting 

market as of September last year, the problem 

facing the whole industry is the lack of orders. 

For example, preliminary results for the first 

half of last year showed that MAN won 1,841 

MW of new orders, compared with 12,154 

MW for the whole of 2008 and a massive 

20,866 MW in 2007 at the height of the 

newbuilding boom. 

MAN’s senior vice president for the marine 

low speed business unit Ole Groene said that 

the company did see a potential in the so 

called Chinese beach shipbuilding yards for 

small bore 2-stroke engines, which would be 

used in domestic coastal and river traffic, 

including tankers. 

He thought that there were requirements to 

replace medium speed diesel engines with low 

speed engines coupled to fixed pitch 

propellers through a reversible gearbox, 

especially for vessels plying the Yangtse River 

trades. 

Yungpu, MAN Diesel’s new Chinese 

licensee, gave the following requirements for 

such engines, following market research 

undertaken in China – 

142 rev/min. 

1,000 bhp per cylinder. 

Six cylinders, or possibly five. 

Must not be electronically controlled. 

TIER II requirement doubtful. 

As a consequence, MAN Diesel has 

launched the S35MC-C9 and S40MC-C9 type 

diesel engines, having a power per cylinder 

of 740 kW at 142 rev/min and 1,080 kW 

TO 

at 136 rev/min respectively. 

20 



Enhancing crew morale with live TV at sea 

Leading US satcoms concern 

KVH has its European 

headquarters in Denmark and is 

heavily marketing its satellite 

television services, especially 

with the FIFA World Cup 

tournament coming up in June. 

KVH explained that fleet managers and 

operators around the world are becoming 

increasingly aware of possibilities to 

enhance the quality of life for their crews. 

One of the obvious means to achieve this is 

to provide vessels with a satellite TV 

system, and thereby giving crews a front 

row seat to the latest news, sports, movies 

and more. 

In an industry where crew members are 

often at sea for months at a time, bringing 

something like satellite TV on board can 

provide a much-needed sense of home, 

keeping the crew focused and motivated. 

KVH said that it was making it easier 

than ever for crew to enjoy satellite TV at 

sea wherever vessels operate thanks to the 

company’s exclusive WorldWide TV 

Satellite Library for the TracVision M9. 

This new feature allows TracVision M9 

users to easily view programmes from 

satellite TV services around the world, 

including Free to Air channels. The 

satellites offering this service are preprogrammed 

in the antenna’s software, so 

adding a satellite to the library has become 

simple, the company claimed. 

The comprehensive WorldWide TV 

satellite library includes the most popular 

choices for regional satellite TV, including: 

ASTRA 1 

ASTRA 2 

HISPASAT, Europe 

HISPASAT, America 

HOTBIRD 

INSAT, India 

MEASAT 3, Malaysia 

NILESAT 101 

NSS 6, Southeast Asia 

NSS 11, China 

SIRIUS 3 

THAICOM 5, Thailand 

In addition, there are over 60 more plus the 

option to add two customised satellite 

entries. 

All KVH TracVision systems are built to 

commercial specifications and designed for 

trouble-free operation in the demanding 

marine environment. Furthermore, the 

satellite antennas use KVH’s exclusive 

RingFire technology for the best reception 

and coverage available. 

The RingFire technology is an ultraefficient 

antenna design that offer 

significantly higher reception and coverage 

than those available from comparably sized 

System Diagram 

Master Control Unit (MCU) 

User-friendly system set-up, 

monitoring, and diagnostics. 

Receiver 

(customer supplied) 

Television Monitor 

(customer supplied) 

antennas, the company said. 

The TracVision M9 comes with 

integrated GPS and automatic, fully 

stabilised skew adjustment and is therefore 

ideal for the world’s shipping industry, 

KVH claimed. 

 

The forthcoming football World Cup is an obvious target for satellite TV. 


INDUSTRY - FLAG STATES 

IRS sets the 

record strait 

Although most flag states have 

their own surveyors, there is 

insufficient qualified numbers to 

cope with the shear volume of 

vessels, especially within the larger flag states. 

However, there are also many smaller 

perhaps less well developed flag states that are 

targeted by port state control, mainly due to 

the age of their vessels. It is these more than 

most that need help in maintaining a quality 

operation. 

Some of these flags have gained a certain 

reputation, especially with port state control, 

for operating what are claimed by some to be 

sub-standard ships. However, as the shipping 

rules and regulations tighten, the so called 

underperforming flag states have to get there 

act together, or become banned from many 

ports worldwide. 

One such class society looking after many 

smaller flag states is the International Register 

of Shipping (IRS). As well as many smaller 

flag states, IRS also has the world’s largest – 

Panama – on its books. 

Today, IRS is authorised to carry out 

surveying work on behalf of Bolivia, 

Cambodia, Cape Verde, Costa Rica, Eritrea, 

Georgia, Honduras, Kenya, Lebanon, 

Mongolia, Nigeria, Oman, Panama, 

Philippines, Sierra Leone, St Kitts & Nevis 

and Suriname. 

The current fleet numbers over 1,000 

vessels of 7 mill gt and the class society said 

that its goal was to be recognised by every 

country in the world, which it said was “just a 

matter of time.” 

Surveyors increased 

IRS recently increased the number of its inhouse 

surveyors by 20% and plans to build a 

completely exclusive network of surveyors 

worldwide. The Miami-based organisation has 

16 offices in strategic locations having 

recently opened facilities in Bergen and the 

Ukraine. Another three are to be opened in 

Africa, three more in Asia, including 

Singapore and one in South America this year. 

“We are continuously in the lookout for 

talented surveyors. With our plans for 

completely exclusive network of surveyors 

Classification societies have 

and still are playing a 

major role in looking after 

the surveying side of flag 

states’ activities. 

worldwide and acute shortage of trained 

manpower in the maritime industry, 

recruitment of surveyors is the most daunting 

task in front of us”, Bijimon Punnoose, a 

management committee member told 

TAKEROperator. 

IRS has been in existence for 16 years and 

is not an IACS member. “We are not against 

IACS. However, we believe that IACS 

membership should not be benchmark for 

evaluating classification societies. 

“We have not completely ruled out joining 

IACS. But until recently, IACS membership 

was not an option for us, due to the 

quantitative restrictions such as the age of the 

organisation, fleet size, etc”, Punnoose 

explained. 

However, IRS was one of the very few non- 

IACS class societies that participated in a 

seminar conducted by IACS regarding its new 

quality system certification scheme. 

“We are also analysing the pros and cons of 

the new membership criteria adopted by 

IACS. For the time being we would like to 

weigh our options, including formation of an 

alternative to IACS. We are willing to cooperate 

with IACS in R&D activities until we 

make up our mind,” he said. 

IRS also said that current bias by the media, 

as well as a major section of the industry in 

favour of IACS makes membership very 

tempting to refuse. 

“We probably might receive a lot more 

authorisations faster with IACS membership. 

However, what matters is the number of ships 

and customers. With our current authorisations 

we can serve almost 30% of the world fleet,” 

he stressed. 

Restrictive process 

Another problem highlighted by IRS was that 

the IACS transfer of class procedures where 

the loosing organisation has to clear their own 

recommendations before another IACS 

member certifies the vessel, was a restrictive 

practice. In IRS’ opinion, if a surveyor other 

than the one who imposed the 

recommendation can delete it; it does not 

matter if he, or she is from the same class 

society or not. 

“We are a classification society with a 

certified quality management system. We 

entirely comply with all applicable IMO 

requirements and are frequently audited by 

various maritime administrations. When 18 

different countries in the world recognise our 

quality and more and more owners find our 

services as a preferred alternative, we have to 

be careful submitting to the temptation of 

joining IACS. Hence we are taking a cautious 

approach on joining IACS,” Punnoose further 

explained. 

However, IRS said that the company was 

looking for further collaboration with other 

class societies. “We strongly believe that 

while competing with each other, there are 

several areas of common interest where 

various classification societies can cooperate,” 

he said. 

IRS already has co-operation agreements 

with Pt Biro Klaasificasi Indonesia, China 

Corporation Register of Shipping and Ship 

Classification of Malaysia and is negotiating 

similar agreements with a few more class 

societies. “We are ready to work with any 

classification society, if we can find some 

common goals,” he said. 

Talking of the IMO, IRS said that it had 

already worked closely with several flag states 

and its officials have acted as advisors to the 

delegations from several IMO member states 

in various committee and sub-committee 

meetings. 

“IRS’ R&D team is constantly monitoring 

developments at IMO and is advising various 

countries,” Punnoose said. IRS further 

explained that it took developments at IMO 

very seriously and assists in the forming of 

positions taken by some member states. “We 

will not achieve the role we have now through 

IACS, as we will have to first succeed to 

IACS agreeing with our position. We believe 

22 



demonstrated true commitment to the vessel’s 

safety. There have been several dozen vessels 

which have been denied services by IRS 

during 2009, the class society claimed. 

IRS’ managing director Said Nassif. 

our probability of success is much higher in 

the current scenario,” he said. 

Co-operation 

IRS said that the organisation believed that by 

co-operating with medium sized class 

societies could assist it in lobbying efforts in 

more countries in the same way as it does in 

different countries. IRS also said that it was 

taking a lead in working with several medium 

sized class societies through the exchange of 

ideas and by trying to develop a common 

position, etc. 

An automated workflow program is 

currently in place within IRS. It is a 

computerised paperless system used to control 

the movement of documents according to its 

quality management system, ensuring that the 

checks and balances stipulated in the QMS are 

strictly adhered to and to improve traceability, 

as well as the verification of its processes. IRS 

said that the reduction in the use of paper was 

also environmentally friendly. The 

organisation also claimed that this system also 

improved the efficiency of document 

archiving and retrieval processes. 

For all the relevant vessel information, IRS 

has compiled a database called ‘e-ships’, 

which keeps track of all ships particulars, 

details of the surveys and their results, survey 

and certification status, history of PSC 

inspections, casualties, modifications, etc. 

IRS said that its vetting process was 

different than that practised by many other 

class societies. “We do not make restrictions 

based on the age, flag, country of beneficial 

ownership, etc,” Punnoose explained. 

The basis of the class society’s vetting 

process is a belief that in many cases 

shortcomings in effectiveness of the safety 

management system are due to a genuine lack 

of resources, despite a true commitment from 

owners. There is an acute shortage of trained 

professionals in the maritime industry. 

Small/medium sized owners are often not 

blessed with the best of the available talents. 

IRS said that one of the main reasons for its 

success has been its willingness to work with 

small and medium sized owners by supporting 

them in their desire to overcome any 

shortcomings. 

IRS also pointed out that if true 

commitment from the top management was 

not found, the organisation would prefer not to 

work with such owners/managers. Repeated 

detentions, casualties, or lack of commitment 

in dealing with 

surveys/audits/recommendations in a timely 

fashion are IRS’ lack of commitment 

indicators. 

In such cases, before committing to 

undertake full class entry surveys, IRS insists 

on a pre-entry survey/audit, the main purpose 

of which is to establish if the owner has 

Risk profile 

IRS has also created a risk profile for the 

vessels currently in its fleet, using the same 

parameters as mentioned above. As the risk 

level of a vessel increases, the class society 

offers to work with the owners to correct any 

problems. If they do not show interest in 

addressing the concerns and their risk level 

further increases, IRS requires additional 

survey/audit for certification to continue. In 

some cases, such requirements may be as 

harsh as requiring a special survey, including 

drydocking, a long way ahead of schedule. 

IRS claimed that were scores of vessels that 

had to leave class due to this process. 

The question of detentions is always a 

thorny issue with any class society and flag 

state. Outlining its record, IRS said that it had 

experienced no US Coast Guard detentions for 

several years. The performance under Tokyo 

MOU was described as “not bad”. The 

situation with the Paris MOU has improved 

quite a lot over several years. “We also are 

expecting further improvement in the coming 

years,” Punnoose said. 

IRS said that it was a strong supporter of 

port state control regime as it is envisaged in 

various international conventions. “However, 

we certainly do not support port state control 

practices in many countries. We do not intend 

to make all our quality improvement measures 

just around improving our PSC records. We 

believe that such a path will only help us to 

lose our focus from small and medium sized 

shipowners and developing countries. Our role 

is to be facilitators of safe shipping”, he 

emphasised. 

As an ISO 9001:2000 certified organisation, 

IRS claims to have systems built in its quality 

management system to find weaknesses and 

address them. Several of the quality 

improvement programmes listed below were 

the positive results of an effective quality 

management system. 

Progressively moving in to a completely 

exclusive network of surveyors. 

Implementing a continuing education 

programme for surveyors, covering all 

aspects of class and statutory surveys. 

Two-day regional meetings have been held 

for the surveyors, where various quality 

improvement programmes were 

extensively discussed. The meetings were 

held in Odessa during October 2008, in Ho 

Chi Minh City in February 2009 and in 



Miami during July 2009. Surveyors 

representing many different countries 

participated. 

The filtering in and filtering out processes 

adopted was non-discriminatory. Unlike 

many other major classification societies, 

there are no discriminations against certain 

class or age group of vessels/owners. 

Publishing Regulatory Bulletin and Intlreg 

Magazine to assist customers and 

surveyors in keeping up to date with 

regulatory changes to help ensure that the 

ships they deal with are in compliance. 

Developing several training courses to be 

offered through a department called IRTI. 

The ISM auditor training course received 

approval from IRCA recently. In a recent 

course held in Nigeria, officers from 

NIMASA were trained free of charge. 

IRS said that it recognised that its strategy 

might result in a higher rate of detentions than 

those who do not accept vessels over a certain 

age. “We believe our strategy is more 

responsive to the shipping industry. We do 

recognise that there is room for improvement 

and we are working on that,” Punnoose said. 

By being a classification society committed 

to supporting small and medium sized 

shipowners and developing countries, most of 

such operators and countries have to live with 

a much older fleet compared to more 

developed countries and larger shipowners. 

The reasons for this are historical and 

economical. 

Disadvantage 

It is natural to expect a port state control 

inspector to look at an older ship with a 

different eye than a younger vessel. Targeting 

matrices of many PSC MOU’s also puts older 

fleets at disadvantage. “To add to their woes, 

under the current situation with a severe 

shortage of qualified human resources in the 

shipping industry, it is the small and medium 

sized shipowners who are finding it hard to get 

the best of the talents available”, Punnoose said. 

The current situation outlined above results 

in many of the developing countries finding 

their way into so called ‘black lists’. It is 

incorrect to characterise all such fleets as 

‘sub-standard’. Moreover, instead of putting 

more efforts into capacity building in 

developing countries, taking a hostile stand 

against such fleets will only aid the movement 

of cargo carrying capacity from the 

developing countries to developed countries, 

which is not desirable, the class society said. 

IRS claimed that it was also supporting the 

flag states. For example, upon the 

implementation of the ISPS code, the class 

society assisted the Eritrea flag in the entire 

implementation of the code in its port 

facilities. Training is provided to flag 

administration officials, in most cases for free 

and IRS also acts as technical advisors to 

many administrations - in most cases free 

of charge. 

As for IRTI, it is now focusing on 

developing various products for the maritime 

industry. The industry is facing an acute 

shortage of trained professionals. 

Courses offered include auditing maritime 

safety management systems, various courses 

based on the ISPS Code, marine surveyor 

training, etc. More courses are being 

developed catering for the seafarers, shore 

based officials and various other maritime 

professionals. The courses utilise the 

accelerated learning principle and are very 

interactive for maximum knowledge 

retention. 

TO 

24 



BMSR resurrects 

Shipowners’ 

Association 

The aim of resurrecting an idea, 

which first saw the light of day 

about 10 years ago, was to 

increase the flow of information 

and to analyse pertinent issues, such as 

legislation, the flag state said. 

George Hutson, Barbados Minister of 

International Business and International 

Transport, said the relaunch represented a 

renewed commitment on behalf of his 

government and the country’s flag to further 

improve the quality of the services it offered. 

Christopher Sawyer, BMSR principal 

registrar of ships, said shipping had changed, 

which meant flag states and vessel operators 

had to work more closely together to - 

“efficiently guide their vessels through the 

Barbados Maritime Ships’ 

Registry (BMSR) has 

relaunched its shipowners 

and managers association 

initiative. 

mountain of requirements that modern 

shipping has to abide by.” 

These changes included the loss by class 

societies of their pre-eminent position in ship 

certification brought about by the insistence of 

IMO to encroach on matters previously the 

preserve of class rules, such as the goal-based 

construction standards; the reluctance of the 

EU to accept classification societies as arbiters 

of statutory compliance as more and more 

class societies are operating as international 

business corporations, rather than providers of 

altruistic services to shipping, which has upset 

the EU. 

Sawyer also criticised the dramatic increase 

of ship inspections by port state control, plus 

the powers of detention granted to PSC 

inspectors which “has made the exposure of 

even well run ships a lottery.” He also 

remarked on the increasing expansion of the 

IMO’s legislative requirements into all spheres 

of ship operation. 

He said that he thought in general, shipping 

associations didn’t achieve that much as many 

members failed to attend meetings. 

The BMSR association will be split 

be in safe hands 

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“ 

...the powers of detention granted to 

PSC inspectors “has made the exposure 

of even well run ships a lottery.” 

” 

Christopher Sawyer, principal registrar of ships, BMSR 

between two entities – the Council and the 

Technical Committee. Sawyer said that the 

Council would have five prime roles – 

1) To help owners who would like to have 

the benefit of more involvement rather 

than just through the medium of BRMS 

Consult as at present. 

2) Review regulation interpretations. 

3) Consider with the Minister the practical 

implementations of impending rules, which 

might affect different ship types. (Sawyer 

explained that the Minister gives a lot of 

direction to the BMSR and also to the 

Barbados delegation to the IMO). 

4) Request technical support for the IMO 

delegation. 

5) Give direct communications between the 

Ministry and owners and managers - “We 

must have a means to contact the Ministry 

directly rather than going through the 

registry,” Sawyer explained. 

He envisaged four primary roles for the 

Technical Committee – 

1) Implications of legislation on running a 

fleet and making any requests necessary, 

once the implications had been studied. 

2) Make recommendations to the Council for 

changes to existing BMSR policy. 

3) To provide input into BMSR Consult for 

the benefit of owners and managers. 

4) Communications will be conducted via 

emails on templated paperwork, rather 

than have time consuming meetings. 

Sawyer said that he saw the main advantages 

as - the facilitating of two-way 

communications between the Ministry and 

the clients, plus the provision of a technical 

forum for the discussing of rules and 

regulations, the setting up of a pool of 

shipping professionals to aid the IMO 

delegation and circumventing the need to 

attend meetings as BMSR would organise the 

communications necessary for the association 

to work. 

Vessel inspections 

BMSR only uses IACS class society surveyors 

but will also inspect a vessel at least every 12 

months using its own people. If a vessel is 

detained by PSC twice or more during a 12- 

month period then it is deleted from the 

registry. Vessels of 10 years of age or over 

have to join BMSR’s Safety Watch 

Programme. 

Part of the programme looks for possible 

problems that could lead to a PSC detention. 

However, Sawyer lamented that some vessels 

with proper certification in place were still 

being detained. 

BMSR has what it calls a Condition 

Mapping Report, which analyses four main 

vessel parameters - appearance, functionality, 

control capacity (crew) and maintenance. A 

mean result is calculated using a grid pattern, 

Marshall Islands gains third spot 

The Marshall Islands Registry has 

moved into third position in the 

world’s open registry league. 

According to World Fleet Monitor*, published 

by Clarkson Research Services, the registry 

boasted more than 52.3 mill gt and 2,102 

registered vessels. The Marshall Islands was 

also the fastest growing of the top four 

registries last year. 

The Registry, which is administered by 

International Registries, Inc. (IRI), attributed 

its success to the continued decentralisation of 

registry services to its 20 worldwide offices, 

its client service ethos and the fact that it 

continues to post top safety and environmental 

scores with global port states. 

To that end, the Marshall Islands Registry 

remained the only major open registry to be 

included on the US Coast Guard’s QUALSHIP 

21 roster for four years in a row. The Registry 

also maintained its white list status on both the 

Paris and Tokyo MoUs. Clarkson also noted 

that the Marshall Islands has the youngest fleet 

among the top 10 registries. 

“We are delighted that the Registry’s 

growth trend continues to point upward and 

pleased to have an excellent complement of 

owners and operators registered with the flag. 

One of the trends we have been watching is 

the tonnage coming into the Registry and 

which is claimed to be very easy to read. 

Sawyer thought that first impressions were 

very important as a 30-year old vessel could 

have the appearance and functions of a 10- 

year old vessel, which often meant it was 

okay. PSC regimes normally target 20-year 

old vessels. 

Since the implementation of the ISM Code, 

BMSR confirmed the well held view that the 

quality of a ship’s management is more 

critical than the age of the ship itself. 

However unfortunately, the registry said that it 

recognised that the controls in place will 

continue to target older ships. 

Given the importance of a ship’s 

management, the registry has developed 

procedures to review the management at the 

initial pre-registration phase and annually 

thereafter. 

BMSR recently hit the 1 mill gt mark of 

vessels entered and had now arrived on the 

flag state scene as a serious player, Sawyer 

said. He also commented that the registry lay 

21st out of 50 top ‘White List’ flag states and 

was also a member of the US Coast Guard’s 

QALSHIP initiative. 

The registry also said that it was close to 

ratifying and implementing the Maritime 

Labour Convention 2006 (MLO) and the 

International Convention on Anti-Fouling 

Systems. As far as the MLC was concerned, 

an instruction to ratify would be made any 

time now, Sawyer confirmed. 

The Barbadian Ministry is also hopeful that 

the some of the island’s population would opt 

for a seafaring career, partly on the back of 

BMSR’s success. The Minister said that were 

opportunities open for local people to serve on 

Barbados flag vessels. Indeed, the Barbados 

Polytechnic was aiming to receive an IMO 

TO 

certificate for seafarer training. 

where it is coming from. In 2009, we saw 

more than 70% of the tonnage entering the 

Registry as newbuilding tonnage whereas in 

2008, only 50% was newbuilds. Not 

surprisingly, newbuilds engaged in the energy 

sector of the market make up 70% of this 

tonnage,” said president Bill Gallagher. 

* The World Fleet Monitor excludes 

merchant vessels under 100 gt, yachts, nonpropelled, 

inland waterway, fishing, and 

military vessels. It also excludes fixed and 

mobile platforms and barges primarily used 

for drilling and production in the offshore 

energy sector with the exception of FPSOs 

and drillships. 

26 



Liberian Registry 

posts record fleet 

numbers 

This represented a net growth 

during the course of the year of 

215 ships and 10.5 mill gt. Last 

year was a landmark for the 

Liberian Registry as the 3,000th vessel was 

registered under the Liberian flag, and it was 

the year in which the agreement between the 

Liberian Bureau of Maritime Affairs and 

LISCR covering the management of the 

registry was extended for a further 10 years. 

Scott Bergeron, COO of the Liberian 

International Ship & Corporate Registry 

(LISCR), the US-based manager of the 

Liberian Registry, said, “The past 12 months 

have been a difficult period for shipping. The 

worldwide economic recession, plummeting 

freight rates, higher operating costs, the 

increased incidents of piracy attacks, and the 

unscheduled transfer of tonnage into lay-up to 

await more favourable market conditions, were 

just some of the more serious problems to have 

affected shipowners and operators in 2009. 

“The true test of any service provider in the 

international shipping industry comes in times 

of difficulty, rather than in the good years. The 

Liberian Registry is committed to helping its 

owners and operators to survive the current 

economic downturn and difficult market 

conditions and to be prepared in every way for 

safe and profitable operation. The continued 

healthy growth in the size of the Liberian-flag 

fleet confirms that we are succeeding in those 

objectives,” he concluded. 

Liberia is the world’s second-largest fleet 

after Panama. Some 47% of the numbers of 

vessels entered in the registry are tankers, 

while by tonnage or carrying capacity, the 

total number of tankers is 42%. Both 

“ 

The Liberian-flag fleet grew 

to a record 3,140 ships, 

aggregating 97.2 mill gt, 

in 2009. 

percentages are by far the largest ship type 

flying the Liberian flag. 

New agreement in place 

As mentioned, the Liberian Bureau of 

Maritime Affairs has reached an agreement 

with the Liberian International Ship & 

Corporate Registry (LISCR), the US-based 

manager of the Liberian Registry, to extend 

for a further 10 years the agreement under 

which LISCR manages the registry. 

LISCR has managed the Liberian Registry 

since 1st January, 2000. During this period, 

the registry has greatly improved its levels of 

service, safety, security and client satisfaction, 

as a result of which it has attracted a record 

number of shipowners from around the world, 

the management company claimed. 

Under LISCR management, the registry has 

grown in size from 1,700 vessels of 53 mill gt 

to over 3,000 vessels of almost 90 mill gt – 

the highest totals in its 60-year history. 

Yoram Cohen, LISCR CEO said, “We are 

delighted to have reached agreement with the 

Liberian Bureau of Maritime Affairs to extend 

our management of the Liberian Registry for a 

further 10 years. The registry has a longestablished 

track record of combining the very 

highest standards for vessels and crews with the 

highest standards of responsive service to 

owners, and is on the ‘White List’ of all the 

leading Port State Control regimes. Our record 

“The true test of any service provider in the 

international shipping industry comes in times 

of difficulty, rather than in the good years. 

Scott Bergeron, COO, Liberian International 

Ship & Corporate Registry 

” 

speaks for itself, and gives us the opportunity to 

develop the register still further as an industry 

leader in terms of its expertise and initiative, 

and to build on its record tonnage figures. 

“The renewal of the management agreement 

is confirmation of the spectacular progress 

which the registry has made under LISCR’s 

stewardship, while maintaining its excellent 

safety record. We have added over 1,300 

vessels in the last 10 years and, even with the 

general economic and market downturn and 

the cancellation of some newbuilding orders, 

which has affected all ship registries, we are 

still set fair to significantly increase tonnage 

levels over the coming years. 

“That growth will come from both 

newbuildings and from existing, quality ships. 

And it will be growth on an international scale 

that will reflect the strength of the registry’s 

global brand and the high regard in which it is 

held by leading shipowners and operators. 

Germany and Japan are particularly exciting 

areas for us in terms of expansion, and our 

dedicated offices in Hamburg and Tokyo are 

doing brisk business,” Cohen said 

Bergeron added, “These are tough times for 

shipping and, in order to compete, ship 

registries have to take a proactive interest in 

their clients’ business. The Liberian Registry 

continues to work on a number of initiatives 

to help its customers survive the current 

economic crisis, including making special 

arrangements for ships while in lay-up. And it 

continues to plan for the future, for example 

by taking a proactive role on compliance with 

the ILO Maritime Labour Convention and by 

providing an industry lead in the conduct of 

harmonised audits. 

“Liberia believes in making sure that wellrun 

ships comply with both the spirit and the 

letter of the law so that they can go unimpeded 

about their business of keeping world trade 

moving and generating much-needed revenue 

for their owners. Where possible, it does 

everything it can to anticipate problems before 

they occur. In this way it can be the eyes and 

ears of its customers,” he said. 

TO 


INDUSTRY - CHEMICAL/PRODUCTS TANKERS 

Consolidation the 

name of the game 

Is the light at the end of the tunnel getting brighter for the chemical/products trade? 

During the first three weeks of January, it certainly looked as though the worst was over. 

During December last year, it was 

noticed that rates had started to 

climb again to just about 

breakeven point from their 

historic lows seen last year. Last year, MRs 

were lucky if they could earn a TCE rate of 

$1,500 per day. By the third week of January 

2010, the level had crept up to just under 

$12,000 per day enough to garner a profit 

over operating costs, including finance. 

Writing in its weekly report, London broker 

EA Gibson explained the situation by saying 

that for quite some time, gasoline imports to 

the US were the driving force for MR tankers 

operating in the Atlantic Basin. 

Figures produced by the US Energy 

Information Administration showed that US 

gasoline imports increased from an annual 

average of 0.95 million barrels per day (bpd) 

seen in 2004 to 1.09 mill b/d in 2008, with 

shipments sometimes exceeding 1.5 mill b/d. 

However, last year this situation changed 

dramatically on the back of the global 

economic turmoil and falling US oil demand. 

In the first 10 months of 2009, total gasoline 

imports fell close to the levels seen in 2004, 

averaging just 0.97 mill b/d, with weakening 

imports from Europe accounting for most of 

the decline. 

Although this drop was not as big as might 

have been expected, for the tanker trades, 

lower import requirements coupled with the 

rapid MR fleet expansion, meant that for most 

of the second half of 2009 daily earnings for 

MR tankers on the Rotterdam – New York 

route (on a round voyage basis) were mostly 

below $3,000 per day - less than breakeven 

costs, EA Gibson said. 

However, when one door closes, another 

often opens and over the past few years there 

has been a marked increase in US product 

exports (mainly from the US Gulf). Combined 

exports of clean petroleum products (CPP) 

and residual fuel oil have more than doubled 

since 2004, increasing from 0.48 mill b/d to 

1.28 mill b/d in the first 10 months of 2009. 

At these levels, the gain in exports had 

TORM started the recent consolidation round with the 50% purchase of OMI. 

more than made up for the fall in imports, EA 

Gibson commented. Since 2004, exports of 

residual fuel oil rose from 0.21 mill b/d to 

0.42 mill b/d, while CPP exports, primarily 

distillates, jumped from 0.27 mill b/d to 0.85 

mill b/d during the same period. Interestingly, 

an increasing share of US distillate exports 

was destined for Europe. Distillate exports 

rose from negligible levels just a few years 

ago to 0.24 mill b/d between January and 

October 2009. 

As a result, the backhaul distillates trade 

from the US to Europe developed from an 

unpredictable and small trade just a few years 

ago into a much more frequent and sizeable 

business today, EA Gibson remarked. 

Therefore, although the fronthaul gasoline 

trade to the US still remains the key trade for 

the transatlantic MR market, growing US 

product exports should not be ignored as they 

represent opportunities and higher earnings 

potential. Thus, the round voyage economics 

of the TC2 gasoline market to the US no 

longer necessarily reflects the true MR 

Atlantic earnings, as MR owners are often 

able to secure backhaul cargoes from the US, 

EA Gibson concluded. 

Consolidation 

Today, we are also seeing consolidation in the 

product tanker industry with mergers and cooperative 

ventures becoming the norm. Pools 

are proving attractive and are expanding, both 

in terms of numbers of vessels entered and in 

terms of the number of members. 

Continuing TAKEROperator’s Danish 

theme this month, Maersk has consolidated 

much of Broström with the latter’s smaller 

units remaining in Gothenburg and the larger 

vessels joining Maersk Tankers’ Handytanker 

pool and coming under the management of the 

Copenhagen office. 

Following on from TORM’s part purchase 

of OMI and Maersk Tankers’ takeover of 

Broström, comes news of a Nordic 

Tankers/Clipper tie up. In the smaller tanker 

market, Clipper has also been active in recent 

years in growing its fleet helped by the 

purchase of Crescent Shipping, including 

Bowker & King, Copenhagen Tankers, 

Panamerican Tankers and Wonsild. 

In addition, Van-Clipper was established in 

28 



2004 in a joint venture with Vanship, which 

brought in four VLCCs. A year later, all the 

tanker activity was consolidated under Clipper 

Wonsild Tankers, which was renamed Clipper 

Tankers in 2008. Apart from tankers, Clipper’s 

interests also include drybulk, multipurpose/project/heavy-lift, 

cruise vessels and 

ferries. The company owns a shareholding in 

DFDS, Mols-Linien and Eitzen Chemical, 

which is itself in merger talks with Berlian 

Laju Tankers through its parent. 

The company also has an in-house 

shipmanagement operation – Clipper Marine 

Services - which as well as looking after the 

company’s technical needs, is marketed to 

third party concerns. 

As for the Nordic Tankers/Clipper situation, 

the agreement for Nordic Tankers' to acquire 

of parts of the chemical tanker operations of 

the Clipper Group was completed in January. 

According to the agreement, Clipper Group 

and Clipper Tankships will convert their 

ownership interests in five shipowning 

companies into a 31% ownership interest in 

Nordic Tankers. 

Moreover, the minority owners in the five 

shipowning companies will convert their 

ownership interests into a 12% ownership 

interest in Nordic Tankers. 

The Nordic Tankers’ supervisory board thus 

exercised its authority under the articles of 

association adopted at the extraordinary 

general meeting held on 17th December, 2009 

to issue a total of 5,408,296 new shares 

nominally priced at DKK10. 

The total share capital of Nordic Tankers 

will subsequently amount to 

DKK125,882,960. 

As a result of the transaction, the executive 

board of Nordic Tankers now consists of CEO 

Tommy Thomsen and CFO Christian Hassel. 

Thomsen, a former partner of AP Møller- 

Product tanker rates are just beginning to show a profit. 

Broström’s smaller tankers will continue to be run from Gothenburg. 

Mærsk, has been CEO of Clipper Tankers 

since January 2008, while Hassel, former 

CEO of Carnegie Investment Banking 

Denmark, has been executive advisor to the 

Clipper Group since April 2009. The 

remaining senior management team includes 

senior vice presidents Jens Pontoppidan and 

Claus Thornberg. 

As for the Nordic Tankers fleet, this now 

consists of 15 owned vessels - six product 

tankers of between 35,000 and 73,000 dwt and 

nine chemical tankers of between 5,000 and 

13,000 dwt. 

In addition, Nordic Tankers will be 

responsible for the operation of Clipper's 55 

remaining chemical and product tankers, 

ranging from about 2,500 dwt to 20,000 dwt. 

At the end of October last year, Clipper 

Tankers had three newbuildings from 14,000 

dwt to 20,000 dwt on order and was due to 

take delivery of a further eight timechartered 

vessels with purchase options through 2010. 

Nordic Tankers' product tankers will 

continue to be marketed through TORM's LR1 

pool and Maersk's Handytanker pool. 

By having interests in chemical, products 

and crude carriers, Clipper said that one sector 

should keep the other afloat during hard times. 

For example, all the VLCCs are long term 

chartered and the smaller vessels lift 

chemicals and petroleum products for the oil 

majors and other distributors. 

Performance monitoring 

On of the world’s leading independent tanker 

companys is Maersk Tankers, which as well as 

large crude carriers, gas carriers and FPSOs 

has around 65 product tankers. To monitor the 

performance of different ship types, including 

containerships and tankers, the AP Moller- 

Maersk group formed Maersk Maritime 

Technology (MMT) a couple of years ago. 

This consultancy is engaged in projects 

aimed at optimising the fuel consumption and 

emissions from some 25 different vessel 

classes in the group. The optimum trim and 

speed of each vessel is being calculated by 

testing the vessel in seagoing conditions. 

MMT’s Jakob Buus Petersen explained the 

tankers and other types were going through a 

performance monitoring exercise, where the 

reports can instill on board competition 

between ships to come top of the performance 

league. Petersen explained that the scheme 

had also been extended to chartered tonnage. 

Oslo-based class society Det Norske Veritas 

has a strong presence in Copenhagen and 

counts TORM, NORDEN, Lauritzen Tankers, 



Maersk Tankers and Simonsen among its 

Danish clients. Indeed, Simonsen undertook 

ISO 140001 certification last year on board all 

of its vessels. DNV has classed, or is classing, 

around 21 MRs building for NORDEN and 

TORM at Guangzhou. 

DNV is co-operating on many hybrid fuel 

systems to lower NOx emissions, including 

the use of fuel cells. One project involves a 

dual-fuel tanker where the main engine is 

powered by gas and the auxiliaries use fuel 

cells. By using this system, the main engine 

can be shut down upon entering a port or 

terminal with the fuel cell burning auxiliaries 

taking over. 

Pool expansion 

The Copenhagen-managed Norient Product 

Pool (NPP) is being expanded by the addition 

of a further three MRs. 

Partner NORDEN has agreed to purchase 

the three product tankers from Turkish owner 

Dunya for a total price of about $79 mill. 

The vessels are expected to be delivered to 

NORDEN during March/April this year, the 

company said. 

The three STX-built vessels are: 

Gan-Sabre of 51,228 dwt built January 

2008 – to be renamed to ord Sound. 

Gan-Shield of 51,213 dwt built January 

2007 – to be renamed to ord Sea. 

Gan-Spirit of 51,202 dwt built October 

2007 – to be renamed to ord Strait. 

NORDEN explained the purchase by saying 

that the current asset prices in the product 

tanker market made it possible to make 

investments, which would generate favourable 

returns as the freight rates were gradually 

normalising. 

The company said that it continued to 

analyse the possibilities of expanding the 

tanker fleet on an ongoing basis either through 

the purchase of secondhand tonnage, new 

long-term charters, or purchase of almost 

completed newbuildings from the shipyards. 

Any new initiatives depended on a complete 

assessment of tonnage price, quality and 

availability, NORDEN said. 

After taking delivery of the three vessels, 

NORDEN’s tanker fleet will total 31 vessels, 

of which, 12 are wholly owned. The tanker 

order book totals seven product tankers – four 

vessels on longterm charter from a Japanese 

yard for delivery in 2010, two owned 

newbuildings from a Chinese yard for delivery 

in 2011 and one vessel on long-term charter 

from a Japanese yard for delivery in 2012. 

The three newly purchased vessels will sail 

under Singapore flag and will be 

commercially operated by NPP, which will 

then consist of 63 vessels provided by 50% 

stakeholders - NORDEN and Interorient. 

Rival TORM has financed six of the 

company’s MR newbuildings to be delivered 

between 2010 and 2012. 

The agreement, which amounts to $167 

million, was concluded with Bank of China 

and Société Générale, as well as the Chinese 

export credit insurer Sinosure. The main 

conditions were in line with the company's 

existing loan agreements, TORM said. 

Including this agreement TORM’s 

unutilised loan facilities and cash totalled 

$565 mill while the remaining investments 

relating to the order book amounted to $455 

million as of 30 November 2009. 

At the end of the third quarter last year, 

TORM’s orderbook stood at 12 MRs. No new 

orders have been placed in the interim. TO 


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30 


TECHNOLOGY - TECHNICAL PROFILE 

Complete ‘Digital 

Ship’ software now 

available 

Software solutions provider AVEVA has begun to market its information management 

software package AVEVA ET to shipowners, operators and managers. 

Already established in the oil and 

gas, plus the shipbuilding sector, 

the latter through ship design and 

construction software, the system 

can offer a complete support system for a 

vessel’s lifecycle from the concept, through 

the design stage, construction, through 

maintenance and refits to the vessel’s final 

decommissioning/recycling. In other words – 

from the cradle to the grave. 

The idea is to bring together all the 

information needed for every component and 

workflow on board throughout a vessel’s life 

thus recreating the physical and operating 

properties of the vessel as a complete 

‘digital ship’. 

AVEVA NET can bring together all the 

documents and data associated with the vessel 

and the equipment fitted on board to provide a 

complete unified digital profile of the vessel. 

The information can be made available on 

board, in a management office, or elsewhere 

where necessary. 

For example, real time engine room data 

would sit alongside maintenance schedules 

and other relevant information. 

Another example cited by AVEVA, was the 

case of a bilge pump, which can appear as a 

3D image, imported from the original vessel 

design software. 

All kinds of information associated with a 

particular individual piece of equipment, such 

as the bilge pump, can be listed. These include – 

Supplier’s website. 

Heat rating. 

Peak performance characteristics. 

Scanned hard copy depicting the results of 

last service. 

List of qualified engineers for the pump 

series. 

Workpack tool to enable any procedure 

that needs to be carried out on the pump to 

be automatically sent to the correct 

personnel, etc. 

All the necessary details relating to a pump can be shown digitally. 

The software can also automatically identify 

which pipe is associated with a particular 

pump and valve, also including the relevant 

information. It can also flag up when this 

documentation is incomplete, or when items 

are missing from the standard technical 

data associated with a particular pipe, or 

other objects. 

Interlinking objects 

AVEVA claimed that this initiative allows an 

understanding of how objects are interlinked 

and the effect that any changes will have upon 

them simultaneously. It also gives a sense of 

reliability and quality to the data, which helps 

further decision making concerning a 

particular piece of equipment, such as a pump, 

or pipe system, the company said. 

Subject to the right of access, all the 

information is visible and manageable across 

multiple locations, such as on board ship and 

ashore. The company claimed that it was also 

no longer necessary to search individual 

applications and data stores for information, 

or to have the original authoring applications, 

which originally created the pump. 

Vast quantities of information of all kinds 

can be housed in the software from many 

different sources and in many different 

formats, while the software can help ensure 

that the correct personnel have access to it and 

furthermore act upon it as necessary. 

Information can be organised, controlled 

and automatically cross-referenced and 

delivered through an intuitive interface, the 

company said. What is claimed to be unique 

with AVEVA NET is its ability to identify 

information inconsistencies, as well as 

missing data, which helps to provide more 

transparent support in the decision making 

process and thus enhancing vessel safety and 

efficiency of operation. 


TECHNOLOGY - TECHNICAL PROFILE 

A ‘digital ship’. 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

The software is powered by a digital information hub, which is a 

centralised, secure collaborative data management system and is 

claimed to be completely application neutral. Data of any type and 

produced by any program can be managed and made accessible for use 

by other applications, (whether originating from AVEVA, or from third 

parties), workflows and users. 

AVEVA said that the benefits to shipowners/managers is the support 

offered in a vessel’s day-to-day operations by supplying the tools 

needed to manage and modify data, which can emanate from the 

original design plans. This data can also be integrated with survey data 

taken from photogrammetry, or by laser scanning. 

By using the survey data with the original design data, an owner/ 

manager will have the data needed for – 

Refits, upgrades and conversions. 

Re-engining. 

Routine safety and maintenance. 

Verification of ‘as built’ against ‘as 

designed’ data. 

Decommissioning/recycling. 

By using this system, a significant amount of time and money can be 

saved when compared with undertaken the traditional manual method 

of surveying, AVEVA added. 

Chevron has selected AVEVA NET to manage critical information on 

board its giant FPSO Agbami. Data is continually updated on the master 

hub and then synchronised with the replicated data on board the FPSO. 

AVEVA is probably better known in the shipbuilding sector, partly 

due to its acquisition of Tribon a few years ago. Nine out of 10 Chinese 

shipyards now make use of an AVEVA system, while several have 

included AVEVA NET to provide owners with a complete design, 

production and information management package. 

Overall, AVEVA design technology has been installed in 43 out of 

the world’s top 50 commercial shipbuilding yards. Training facilities 

have been established across the globe and have been coupled with 

permanent ‘centres of excellence’ such as the, the AVEVA Marine 

Technology and Service Centre in Busan, South Korea. 

As part of its ship design software portfolio, last month, AVEVA 

announced the release of AVEVA Hull Finite Element Modeller. This 

program is claimed to be able to accelerate and simplify the stress 

analysis of ship structures. 

Ship designers rely on the use of Finite Element Analysis (FEA) to 

ensure that hull structures comply with rigorous strength criteria and 

achieve low levels of vibration. 

FEA is a computational technique for stress and vibration analysis, 

which entails the replication of a physical structure as a mesh of a 

very large number of small elements. 

TO 


TECHNOLOGY - PROTECTIVE COATINGS 

Selecting the right 

coating aids 

emissions control 

Although as far as shipping was concerned, COP 15 was a bit of a damp squib, 

coatings manufacturers were already working towards products 

that would help cut carbon emissions and costs. 

Most experts agreed that the 

Copenhagen meeting would 

have an impact in future 

debates at the IMO, UN and 

EU as it did change the setting for any future 

negotiations on shipping and the environment. 

For example, early this year, the US Senate 

is likely to try to push through cap and trade 

legislation, which is expected to cover bunker 

fuels in a wider carbon tax regime as part the 

Kerry-Boxer bill. Further high level climate 

conferences in Bonn, Germany and COP16 

scheduled for Mexico in November will keep 

the momentum going aimed at shipping’s 

regulators. 

Measures agreed at IMO’s MEPC meeting 

in July last year are likely to be refined at the 

next meeting scheduled for March 2010. Last 

September, the UK Chamber of Shipping said 

that it expected new technologies and designs 

to deliver energy efficiency savings of up to 

40% on new vessels relative to the typical 

type of ships built in the 1990s. 

It has also been suggested not least by the 

IMO that the application of known 

technologies and practices could lead to 

shipping being 25-75% more energy efficient, 

depending on the vessel type and the degree 

of compromise taken to adopt the technologies 

and practices. 

According to the coatings manufacturer 

International Paint’s (IP) Environmental 

Report, technologies already exist that have 

been proven to cut emissions substantially. IP 

said that hull roughness had a direct effect on 

the power requirement and thus emissions. If 

vessels did not use anti-foulings, their fuel 

consumption would be as much as 40% higher. 

Mercator closely monitored the Prem Pride’s fuel consumption following the coating 

application. 

Research undertaken in the 1970s and 

1980s* showed that, should average hull 

roughness (measured in microns) increase 

over a given period from around 140 microns 

to 280 microns, about 5% more power would 

be needed for a fast containership to maintain 

its schedule. 

Hull roughness reduction 

The emergence of self-polishing copolymer 

coatings with their superior anti-fouling 

properties went some way to reducing the hull 

roughness penalty paid by owners. However, 

as fuel costs escalated newer generation 

coatings have emerged that were specifically 

designed to reduce the friction on the 

vessel’s hull. 

While self-polishing copolymers remain the 

prime products, leading coatings 

manufacturers have fast tracked the 

development of the ‘biocide free’ foul release 

coatings as an alternative. For example, 

silicone-based coatings provide a very 

smooth, slippery and low friction surface, to 

which fouling organisms have difficulty 

attaching themselves. 

IP introduced the first commercially 

available silicone-based biocide free foul 

release coating for fast craft in 1996 and 

followed this by producing a deepsea 

equivalent – Intersleek 700 – some three 

years later. 

As well as anti-fouling properties, the 

resulting hull smoothness has direct 

consequences for fuel consumption, costs and 

the environment. Measured against 

conventional self-polishing copolymers, 

silicone foul release coatings have been 

proven as achieving an average of over 4% 

fuel saving and a corresponding reduction 

in emissions. 

Given encouraging results with Intersleek 

700, IP introduced Intersleek 900, which is 



IP has introduced universal primers suitable for ballast tank protection. 

claimed to offer even lower levels of friction. 

The paint manufacturer said that the new 

coatings represented the ‘next generation’ foul 

release technology, using fluoropolymer 

chemistry to improve on the silicone’s 

performance. 

Marine organisms stick to a vessel’s hull by 

secreting an adhesive that is either 

hydrophobic or hydrophilic. Intersleek 900 is 

a patented fluoropolymer foul release coating, 

which presents the organisms with an 

amphiphilic surface, combining hydrophilic 

and hydrophobic properties in order to 

minimise the chemical electrostatic adhesion 

between the surface and the fouling organism, 

whether the adhesive is hydrophobic or 

hydrophilic. 

Better foul release 

This technology confers overall 40% better 

foul release properties than its silicone-based 

predecessors and a 50% reduction in slime 

build up, IP claimed. It also produces 

unprecedented levels of average hull 

roughness of 72 microns, which gives a 38% 

improvement in the friction coefficient over 

Intersleek 700. IP said that the ultra-smooth 

hull produced by the new coating reduces 

water resistance, cutting fuel consumption and 

emissions. 

What this means is that the new technology 

is now available to slower speed vessels, 

including tankers, whereas the previous 

coatings generation were only applicable to 

vessels moving at a higher speed. For 

example, vessels steaming at 10 knots can 

now take advantage of the new coating. 

Tankers often trade in the spot market and 

may have periods of idleness while awaiting a 

charter, or to load/discharge. IP claimed that 

Intersleek 900’s static fouling resistance in 

port is some 80% better than its predecessor. 

Depending on the application and the inservice 

conditions, fuel and emission savings 

recouped using the new coating were 

originally forecast to be 6%, compared with 

self-polishing copolymers containing biocides, 

according to IP. 

The paint manufacturer estimated that over 

a five year period, a VLCC coated with a selfpolishing 

copolymer anti-fouling could reap 

savings of 9,000 tonnes of fuel if coated with 

Intersleek 900, thus reducing its CO2 

emissions by 31,000 tonnes and saving around 

$3.6 mill. 

In-service experience with a range of 

vessels has shown savings of up to 9%, which 

is considerably higher than IP’s original 

forecasts. 

Tanker applications 

Among the testimonials from shipowners were 

comments from Mumbai-based Mercator 

Lines. The company specified Intersleek 900 

to the underwater hull area of the Aframax 

Prem Pride in October 2007, while 

undergoing drydocking in Dubai. Mercator 

also specified the coating of a larger hull area 

on her near sister Prem Divya in June 2008. 

Mercator’s general manager Amit Agarwal 

explained; “We continued to closely monitor 

the performance of both vessels in service. In 

2008, we achieved up to 6% fuel savings on 

Prem Pride using Intersleek 900. This year 

(2009), with even more data, we can confirm 

that the fuel and emission savings have been 

maintained on this vessel. 

“While we continue to be happy with the 

performance of Intersleek 900 on Prem Pride, 

we fully expect an improvement on Prem 

Divya, as we had increased the areas of the 

underwater hull coated to include the flat 

bottom. The detailed monitoring of the 

performance of the Prem Divya has confirmed 

that we are now achieving up to 9% reduction 

in fuel consumption under comparable 

conditions,” he concluded. 

Mumbai-based Mercator Lines chose 

Intersleek 900 for the 105,000 dwt Prem 

Divya just nine months after Prem Pride had 

her vertical sides coated with IP’s latest 

generation patented fluoropolymer at Dubai 

Drydocks World. 

However, the second coating involved the 

entire underwater area of the 1998-built vessel 

during the tanker’s second special survey 

hull upgrade. 

“We had monitored the Prem Pride’s fuel 

consumption closely,” explained Agarwal at 

the time. “At corresponding engine speeds, the 

vessel was consuming up to 6% less fuel, 

depending on weather conditions, after the 

application of Intersleek 900. We originally 

calculated projected savings based on a 

bunker price of $450 and found we were 

saving nearly three tonnes of fuel a day. And 

while bunker prices continue to climb, our 

payback period just gets shorter. The added 

advantages of no biocides, reduced 

drydocking times and lower CO2 emissions 

convinced us that this is the technology 

we need”. 

Prior to investing in Intersleek 900 

technology, Mercator had undertaken a 

detailed cost benefit analysis, taking 

references from owners who had already 

adopted the new hull coating. The process 

involved calculating the savings generated by 

easier through-life hull coatings management 

including a smaller volume of paint required 

at subsequent dockings, an improvement 

in environmental footprint and fuel 

consumption savings. 

Fuel savings of this magnitude add up to an 

environmental benefit equivalent to almost 

11,000 tonnes of CO2 emitted, 100 tonnes less 

SOx and 200 tonnes less of NOx. 

As at October last year, more than 250 

vessels had been coated with Intersleek 900, 

including prestigious cruise vessels, such as 

34 



Intergard 787 being applied on the outside shell of a newbuilding. 

Queen Mary 2. Along with its predecessors, 

the new coating has picked up several awards 

along the way. 

Universal primer range 

IP has recently unveiled a new range of 

universal primers for the newbuilding market. 

The company said that is being introduced to 

address the productivity, regulatory, 

performance and commercial needs of 

shipyards and shipowners alike – worldwide. 

Shipbuilders and owners can now better 

choose how they meet productivity and 

performance targets and comply with the 

IMO’s Performance Standard for Protective 

Coatings (PSPC) and new regional regulations 

limiting Volatile Organic Compound (VOC) 

emissions, such as the EU’s Solvents 

Emissions Directive, IP claimed. 

While newbuilding yards all have different 

construction methods, build different vessels, 

are exposed to seasonal fluctuations in 

climatic conditions and are subject to global 

and local regulation, the new range of 

universal primers offers shipyards worldwide 

customised products to meet those different 

needs, the company said. 

For the newbuilding yard, the product range 

offers universal application, high volume 

solids with low VOC, year round workability 

with fast drying, low temperature cure and 

long overcoating intervals. 

For the shipowner, the range provides long 

term asset protection with controlled through 

life maintenance costs, high performance 

corrosion and abrasion resistance and PSPC 

compliance. 

Leading the range is Intershield® 300. With 

a proven, 21-year track record on over 9,000 

vessels, Intershield 300 is the industry 

benchmark in IMO PSPC compliant anticorrosive 

performance, claimed IP. This 

abrasion resistant, (>9%) aluminium pure 

epoxy coating can be applied to multiple 

vessel areas over mechanically prepared shop 

primer and offers long term asset protection 

and control of through life maintenance costs 

and is available worldwide. 

New Intershield® 300HS, is a high solids 

version of the original technology, which 

offers 78% volume solids, lower VOC and 

application direct from the can without 

thinning. With the aluminium content 

maintained >9%, Intershield® 300HS will 

continue to deliver the same corrosion control 

as the earlier version. It is currently available 

in the EMEA range and will be available 

worldwide from mid-2010. 

Another primer is new Intergard® 7600, 

which is a light coloured, pure epoxy universal 

primer providing good abrasion resistance. IP 

said that it offered excellent application 

properties, low temperature workability and 

true long term overcoating intervals with no 

requirement for surface roughening. 

Also available is Intergard® 787, which is a 

high, 80% volume solids light coloured 

aluminium pure epoxy coating with good 

corrosion protection and abrasion resistance. 

Intergard® 787 can help meet the 

environmental challenge on VOC emissions 

and has an excellent track record on South 

Korean newbuildings. It is currently available 

in that country. 

New Intergard® 5600 and Intergard® 5620 

complete the range. These light coloured, 

epoxy universal primers have evolved from 

Intergard® 403 and Intergard® 423 

technology. These products have excellent 

sprayability all year round and have proven 

long term anti-corrosive performance with an 

extensive track record, IP said. 

TO 

*Fuel Economy Due to Improvements in 

Ships’ Hull Surface Condition 1976-86 

by RL Townsin, D Byrne, TE Svensen 

and A Milne. 

• Custom built and series product 

• Technically reliable 

• Well proven designs 

• Continuous technical development 

• Dependable partner 

• Customer oriented approach 

DAMEN DOUBLE HULL OIL TANKER MTS ‘SHANNON FISHER’ 

STANDARD OF EXCELLENCE 

DAMEN SHIPYARDS BERGUM 

Member of the DAMEN SHIPYARDS GROUP 

 

CUSTOM BUILT IN SERIES PRODUCTION 

P.O. Box 7 phone +31 (0)511 46 72 22 info@damen-bergum.nl 

9250 AA Bergu m 

fax +31 (0)511 46 42 59 www.damen-bergum.nl 

The Netherlands 



Hempel ‘guarantees’ 

fuel savings 

Leading Danish marine coatings specialist Hempel has introduced 

a third generation coating, a new universal primer and is chairing 

a joint working group on the IMO PSPC regulation. Two more products 

are also to be launched later this year, which are being kept under wraps. 

Since the introduction of the third 

generation hull coating, the 

patented Hempasil X3, in 

November 2008, it has been 

applied top the hulls of various vessel types, 

including chemical tankers, product tankers 

and VLCCs. 

The third generation Hempasil coating was 

the product of exhaustive towing tank studies 

conducted by FORCE Technology, combined 

with over five years of static raft and dynamic 

rotor testing. For the static raft tests, in-water 

plates were installed in the Mediterranean and 

Singapore for the same length of time. 

The research has proved that Hempasil X3 

delivers significant fuel savings for all vessel 

categories. “The picture is clear,” said Torben 

Rasmussen, group product manager for 

Hempasil X3. “We’ve confirmed fuel savings 

of more than 8% for several ship types with 

different hull designs, wetted areas and 

operation pattern.” 

Hempel said that it was so confident in the 

new coating’s fuel-saving capabilities, that as 

part of the package, a 4%-8% reduction in 

first-year fuel consumption is guaranteed. 

In developing Hempasil X3, the Danish 

paint manufacturer said that the improvement 

of fuel efficiency was its top priority. This has 

been achieved thanks to a very low skin 

friction and a prolongation of the fouling-free 

period, even at speeds as low as eight knots, 

the company claimed. Hempel said that If all 

the world’s fleet was able to reduce fuel 

consumption by 8%, it would reduce the 

industry’s carbon footprint by some 80 mill 

tonnes per year. Another example given was 

that if 22% of the fleet was coated, a fuel 

saving of $1.5 bill per year could be achieved 

amounting to 10 mill tones of CO2 per year. 

For a VLCC the cost of coating Hempasil 

X3 would be $1.135 mill – much higher than 

say Globic NCT. But when the vessel is 

operating for 60 months at 75% activity 

burning 75 tonnes of fuel per day at $450 per 

tonne and given a fuel saving of 4%, the sums 

add up to an estimated overall fuel saving of 

$1.848 mill, while the difference in paint costs 

amounts to $822,800 higher. The use of the 

software –SeaTrend - costs an extra Eur2,000 

per year, Hempel explained. 

Hempasil X3 is described as a complete 

efficiency solution that also includes the fuel 

savings guarantee and SeaTrend, an advanced 

software tool for measuring performance and 

efficiency. SeaTrend was developed by 

FORCE Technology to help improve voyage 

efficiency by assessing hull and propeller 

performance. 

Hempasil X3 is Hempel’s third-generation 

fouling release coating system manufactured 

with a high solids content. It is based on 

silicone, is biocide free and cures following 

the addition of Hempasil Crosslinker 98950. 

It uses hydrogel technology to stop fouling 

organisms (from biological slime and 

seaweed to barnacles) from attaching to a 

ship’s hull. The hydrogel micro layer fools 

the organisms into thinking the ship’s hull is 

Exhaustive towing 

tests on a VLCC hull 

were carried out by 

FORCE Technology. 

36 


THE ULTIMATE PROTECTION 

Superior tank coatings for the widest possible 

range of liquid cargoes 

“Our phenolic epoxy HEMPADUR 15500 has more than fifteen years track record with excellent 

global performance and is rated the best phenolic epoxy tank coating in the market today. In Korea 

we have coated the tanks of more than 100 vessels with this product without a single claim.’’ 

Michael Aamodt, Group Marine Product Manager 

For more information please visit: www.hempel.dk


liquid, essentially rendering the hull invisible 

so they don’t attach. This keeps the hull 

smooth and reduces drag in the water. The 

silicone polymers facilitate the self-cleaning 

properties. 

As a result, Hempel said that it could 

guarantee fuel savings of between 4% and 8% 

in the first year of operation, depending on the 

vessel type. To enable shipowners/operators to 

measure the fuel-saving effects for 

themselves, Hempel supplies SeaTrend 

software as standard with Hempasil X3, the 

company said. 

Hempel has also produced a fuel 

saving/CO2 calculator. The performance 

monitoring prior to the coating’s application 

forms the fuel consumption baseline used as a 

reference. SeaTrend, or similar recognised 

monitoring tools, secures online monitoring - 

also after application of Hempasil X3. 

Extensive towing tank studies with both 

conventional antifoulings and Hempasil form 

the basis for the percentage fuel savings 

guarantee. As an example, Hempel said that 

8% savings were guaranteed for a VLCC for 

the first year out of dock. 

The technology 

Based on hydrogel silicone, Hempasil X3 is 

designed for use when vessel speeds go 

down to eight knots and operating at low 

activity, as well as at normal service speeds. 

The hydrogel is made up of a network of 

water-insoluble, super-absorbent polymer 

chains. These form a microlayer between the 

solid silicone and the seawater. Due to the 

high water content, the hydrogel appears as 

liquid to fouling organisms, making the 

hull ‘invisible’. 

The unique silicon polymers form a 

hydrogel microlayer between the paint surface 

and the seawater, resulting in enhanced 

antifouling capability and improved selfcleaning 

potential, Hempel said. 

In addition, SeaTrend provides a raft of 

operational data, allowing fuel consumption 

and the optimisation of overall efficiency to 

be tracked. Working in harmony, SeaTrend 

and Hempasil X3 form the industry’s most 

advanced fouling release system, which, 

Hempel explained, was why the company 

could offer such a guarantee. 

On some ship types, the coating will still be 

effective some 90 months after it was applied, 

Hempel claimed. 

As with previous Hempasil generations, X3 

utilises the paint manufacturer’s patented 

NEXUS tie-coat to ensure maximum possible 

adhesion between the anticorrosive base 

epoxy and the non-stick top layer. 

One of the reasons for pushing for a 90- 

month lifespan was that three to four flag 

states, including Denmark, Singapore and the 

UK, have asked for a system that could last 

through a 7.5 year drydocking schedule. 

Among the tanker companys that have 

embraced the technology are Vela, Associated 

Maritime, PdV Marina, Chemmariner, Varkan 

Shipping among others. 

PdV Marina’s MR Manuela Saenz has been coated with Hempasil X3. 

Universal primer 

Last year, Hempel introduced a new universal 

primer - Hempadur Quattro. It was the first 

anticorrosive coating in a new epoxy 

category- universal epoxy. 

Officially launched on 2nd April 2009, 

Hempadur Quattro is suitable for a wide range 

of surfaces and offers a year-round application 

window. It has been type-approved in 

accordance with IMO/PSPC rules for ballast 

tank, which call for 15-year protection. 

It has been developed with a high solid 

content that covers more square metres per 

litre than standard coatings and has a better 

anticorrosive performance, Hempel claimed. It 

can be applied to almost any surface, greatly 

simplifying the specifications and thus 

reducing costs, on large coating projects. 

Kim Scheibel, Hempel’s commercial project 

manager said: “With Hempadur Quattro, 

we’ve developed a coating that has many 

applications and uses. It offers better 

protection from corrosion than its 

predecessors and offers value for money and a 

good return on investment for customers.” 

Suitable for application 365 days a year, 

Hempel’s fourth-generation universal primer 

solution has already been field-tested in South 

Korea. Results showed that it can be applied 

in temperatures from + 40 deg C to -10 deg C 

and this wide range means it can be applied at 

any time of the year almost anywhere in the 

world. It also protects an extensive range of 

surfaces and structures, from ballast tanks and 

38 



underwater hulls on vessels to offshore oil 

platforms and other structures. 

This combination of year-round application 

and universal coating can save customers 

time and money on anticorrosive protection. 

For example, coating a ship’s hull with a 

Hempadur Quattro specification instead of a 

standard coating mix can decrease 

application time by 24 hours at 0 deg C, the 

company said. 

Meeting ISO/PSPC regulations 

The new IMO/PSPC rules call for 15-year 

protection, which Hempel claimed its new 

coating could meet. It also has a high solid 

content, so applying it to many areas of a 

structure or vessel limits the amount of 

volatile organic compounds (VOCs) released 

into the environment. 

Using Hempadur Quattro instead of a 

standard coating mix on the 250,000 sq m 

ballast tanks of a large crude oil tanker, for 

example, can reduce VOCs by at least four 

tonnes, the paint manufacturer claimed. 

Hempel is heavily involved with the 

International Paint and Printing Ink Council 

(IPPIC), which set up a PSPC working group 

in April 2008. IPPIC achieved official NGO 

status at the IMO in 2007 to represent the 

coatings manufacturers. 

In July 2008, this ballast tank standard 

(PSPC) entered into force, which had a major 

impact on the coatings industry, Hempel said. 

The manufacturers claimed that the 

requirements were ambiguous and needed 

detailed guidelines for proper interpretation. 

The test protocol was also deemed 

ambiguous and the type approval became a 

cumbersome process. 

As for the tanker industry, the corrosion in 

cargo tanks had been studied down the years. 

A recent example was a report from the 

European Maritime Safety Agency (EMSA); 

Double Hull Tankers; High Level of Experts 

Report in 2005. This was issued following the 

Erika and Prestige disasters. 

EMSA’s report drew the conclusion that – 

‘One of the most effective means for 

preventing corrosion is to protect the hull 

structure with an efficient coating system.’ It 

recommended that coatings should be 

provided for the underdeck and bottom areas 

of the cargo tanks and the establishment of a 

standard for coatings. 

Since then, a draft test protocol has been 

produced by the industry joint working group 

for cargo tanks, which was established in 

2006. The tests were presented to the joint 

working group in October 2008 where it was 

decided that further development work was 

Hempel is offering a guarantee with its new coating, which varies according to the ship type. 

required. At the DE 52 meeting held in 

February 2009, it was decided that the IPPIC 

initiative would lead the development and a 

correspondence group was established. 

The chairman of the IPPIC PSPC working 

group, Hempel’s Ole Borring Soerensen 

explained that since the DE 52 meeting, three 

joint working groups were formed to establish 

a proper basis for the COT test protocol. 

Extensive tests were carried out on coatings, 

surface preparations and laboratories to verify 

the test protocol. Feedback was also obtained 

from vessels in service. 

These initiatives were possible due to the 

contributions of all members of the working 

groups including class societies, shipowners 

(Intertanko and ICS), shipyards (CESS), 

coating laboratories in Europe, Japan and 

China, plus the IPPIC members themselves, 

Soerensen said. 

IPPIC has taken over as the driving force of 

these initiatives and a test protocol for 

coatings has been drafted, which will be 

discussed by the correspondence group. 

Soerensen explained that there were 

discrepancies, especially with regards to the 

combination of test temperature and the 

composition of the model oil, which needed to 

be resolved. 

The next DE meeting (DE 53) is scheduled 

for this February and it will be discussed at 

the IMO MSC meetings scheduled for May 

and October this year. The October meeting is 

expected to adopt a performance standard for 

all tankers above 5,000 dwt. “We need to have 

a method to qualify the coating – a 

performance standard,” Soerensen said. He 

explained that the working groups were 

working with a model liquid based upon a 

defined oil. 

Meanwhile, in May of this year, Hempel is 

to move its manufacturing plant from 

Denmark to Poland. However, the research 

and development and some of the other 

functions will remain just outside 

Copenhagen. 

TO 



Jotun wins significant 

contracts 

Teekay has selected Jotun antifoulings for vessels trading in Brazilian waters 

where the formation of fouling was said to be extreme. 

SeaQuantum was chosen for the 

tankers’ vertical sides and duplex 

system while for the vessel’s flat 

bottom area, SeaMate and 

SeaQuantum, were applied. 

Although Jotun has been one of the two 

main coatings suppliers for Teekay for many 

years, the Aframax shuttle tanker avion 

Marita was originally coated with a main 

competitor’s antifouling, which resulted in 

several underwater cleanings with a high risk 

of speed penalties. 

Vessels using SeaQuantum, usually show 

clean underwater hulls with no speed loss in 

similar conditions, Jotun claimed. 

Frequent port of calls on short voyages, and 

a high amount of idle/low speed operations in 

hot tropical waters are challenging. In 

addition, a lot of ports in Brazil contain 

contaminated and greasy waters. This calls for 

the use of the best selfpolishing and selfcleaning 

antifouling system, the coatings 

manufacturer said. 

Although fuel savings may not always be 

on top of the agenda, any operator or investor 

needs to consider the amount of CO2 

emissions and the loss of speed due to the 

drag from fouling. In addition, the future 

drydock cost savings are enormous as a clean 

hull is achieved with only a wash and the 

repair of minor corrosion spots. 

The alternative would be 40-100% full blast 

refurbishment, due to the high amount of 

fouling. By not coating with a suitable tailor 

made antifouling system, but rather applying 

the cheapest on the market, will result in 

down time loss and extra materials needed to 

be purchased and applied. 

avion Marita was drydocked in Malaysia, 

where Jotun’s coating advisors supervised the 

operation at the yard. 

Elsewhere, last year, Jotun Turkey signed 

40 

its largest newbuilding contract thus far. 

The contract was for the supply of coatings 

for 10 newbuilds, which will be delivered to 

the Palmali Shipping Group. 

Palmali had signed a large contract for 

10 x 7,000 dwt chemical tankers with Besiktas 

Shipyard. Jotun Turkey won the paint contract 

and is sole supplier for the entire project. 

“Since the newbuilding market is 

dramatically decreasing due to the global 

financial crisis, we are satisfied that we have 

secured the biggest active project in Turkey”, 

commented managing director Sukru Ergun 

for Jotun Coatings in Turkey. 

SeaMate launch 

SeaMate was officially launched in November 

2008 and is a self- smoothing and selfpolishing 

hydrolysis antifouling based on silyl 

acrylate technology. 

It is a TBT- free antifouling in full 

compliance with the IMO rules for vessels, 

which was fully enforced on 1st January, 

2008. This antifouling enables vessels sailing 

between 12-26 knots to significantly reduce 

fuel consumption and carbon emissions over 

time, Jotun claimed . 

According to Geir Boe, divisional vice 

president for Jotun Marine Coatings, SeaMate 

fills an important gap in the company's well 

known brands SeaForce and SeaQuantum. 

Speaking at the launch, Boe said: "While 

sharing many of the benefits of our leading 

brand SeaQuantum - launched as the first TBT 

free, self-smoothing and self-polishing 

antifouling in year 2000 - SeaMate is a more 

affordable alternative. We are confident 

SeaMate will meet the market demand, 

especially in the tanker and bulker segments." 

For shipowners concerned about rising 

drydocking costs, SeaMate can be applied in 

two coats only for most vessel types for 60 

...any operator or investor needs to consider 

the amount of CO2 emissions and the loss 

of speed due to the drag from fouling 

“ 

” 

Jotun Coatings Turkey’s managing director 

Sukru Ergun. 

months of antifouling protection. The unique 

properties of SeaMate based on silyl acrylate 

technology gives excellent technical qualities, 

enabling rapid drying and reducing both 

application and materials costs, Jotun said. It 

also gives a hard finish offering protection 

against mechanical damage. 

The same silyl acrylate technology that was 

used in SeaQuantum was introduced in 

SeaMate, and this technology has proved to be 

able to reduce the build up of leached layers 

compared to ion-exchange technology normally 

used in other self-polishing antifoulings. 

All antifoulings release biocides resulting in 

the formation of a leached layer. However, by 

maintaining a low leached layer and a linear 

polishing pattern for the full 60 months 

period, SeaMate delivers a constant release of 

the biocides. This gives long lasting protection 

against fouling. 

SeaMate is a true hydrolysis antifouling 

product that uses second generation copper 

biocides giving the product an 

environmentally sustainable profile. "Now that 

we have added SeaMate to our product 

portfolio of antifouling solutions, we believe 

Jotun can offer one of the most 

comprehensive selections of quality TBT free 

antifoulings in the industry," said Boe. TO 


TECHNOLOGY - TANK GAUGING 

Vessels benefit from 

intelligent sensors 

As elsewhere in life the move to digital technology is evident in many aspects 

of ship operation today, but one area that has been slow to take the step forward 

is tank gauging and data acquisition systems*. 

From a cost perspective the 

predominant technology employed 

for level measurement of ballast, 

service, and bunker tanks is still the 

hydrostatic head or pressure principle. The 

most basic of this technology is the direct 

“bubbler” or air reactive gauge but since on 

most modern vessels it is essential that data is 

in electronic format the direct electronic 

sensor with a 4-20mA analogue signal is 

probably the most cost effective and certainly 

the most flexible to install. 

The past argument that a directly installed 

sensor could be less reliable is certainly not 

true today. Mechanically, many quality marine 

sensors have been specifically developed to 

withstand the rigours and corrosive aspects of 

these applications. Electrically, too, correct 

design considerations ensure their 

performance and reliability is not 

compromised by thermal and other adverse 

affects imparted by the duty. 

Meeting all the above criteria and ensuring 

compliance with intrinsic safety parameters 

has in the past only been practical using 

analogue electronic circuits and clearly 

millions of such sensors have been installed 

on board ships of all type. That all sounds 

well and good - however, that is where the 

development has remained for many years 

now and as with most things in life and at sea, 

there is an increasing downside. 

In a conventional arrangement each 

transmitter requires its own cabling which 

runs from the point of measurement to the 

point of display. Some systems have adopted 

marshalling arrangements where sensor 

cabling is routed to one or more instrument 

cabinets, which convert the 4-20mA signal to 

a digital format for onward transmission, but 

these provide only a half-way solution and 

conversion errors compromise on the accuracy 

of the overall measurement. The downside is 

that although the cost of sensors has gradually 

reduced as demand increases, there is a 

greatly increased cost of cable and skilled 

labour to install and commission these 

systems. In many larger systems the cost of 

installation can exceed the cost of the system 

components. 

PSM has designed and manufactured 

electronic marine and naval sensors for over 

30 years and has continuous experience of 

supplying sensors to these applications, both 

directly and, through a number of specialist 

system integrators. 

Having now undertaken more than two 

years of shipboard trials on board both Royal 

Navy platforms and commercial vessels, the 

company confidently releasing ther Intelligent 

Ceramic Transmitter (iCT) and associated 

system products. The iCT is type approved 

and ATEX certified and for the first time 

enables the full implementation of a digital 

tank gauging system. It is arguably the most 

advanced sensor system available for the task 

and when one reviews advantages and 

features, it is clear to see there should be 

significant benefits to be derived by all parties 

- eg the shipyard, system installer and the 

operator. For cabling, PSM calculated that 

over 70% of the cost of cable and installation 

components (cable trays, trunking, JBs, 

penetrators etc) can be saved on an average 

system. 

In detail, the iCT measures tank level 

hydrostatically using an ultra stable ceramic 

capacitance cell. It contains an embedded 

microprocessor that processes the level 

measurement locally to provide a direct digital 

output. The output format employs industry 

standard MODBUS protocol for universal 

compatibility transmitting onto a robust and 

proven RS485 standard. 



JB JB JB JB JB JB JB 

JB 

DRAFT 

Compared to a conventional analogue 

signal, which just represents the pressure 

measured, the data output may be scaled 

directly within the iCT sensor for tank 

sounding tables, sensor offsets, and product 

specific gravity, greatly simplifying the 

processing needed at the display end. 

In addition iCT incorporates a temperature 

sensor as a standard feature so that tank 

temperature is also available. 

All parameters are held in non-volatile 

memory and remotely accessible/editable from 

a standard laptop PC. 

In practice, this new technology gives clear 

benefits to both the shipyard when installing 

and commissioning the system, and to the 

shipowner when the equipment is in service. 

Benefits 

Being addressable over RS485 and with each 

transmitter having its own unique identification 

number enables a multi-drop connection 

Conventional Analogue System 

Each sensor needs a cable and barrier 

JB JB JB JB JB JB JB JB JB JB 

DB 

JB 

JB 

JB 

DRAFT 

JB 

JB DB 

JB JB JB JB 

WING 

WING 

WING 

JB 

HFO 

JB JB JB JB JB 

JB 

JB 

JB 

DB 

DB 

DRAFT 

JB 

JB DB 

JB 

MDO 

Multiple 

A to D 

conversion 

Multiple Barriers 

LUB HFO 

JB 

WING 

Cargo tanks not shown 

WING 

The old analogue system required a lot of cabling. 

JB 

DB 

JB 

WING 

JB JB JB JB 

WING 

DB JB 

JB 

JB 

WING 

JB 

DB 

arrangement where, all transmitters can share 

the same power and communications cables. 

The iCT is supported by a range of purpose 

developed termination boxes, which ensure 

simple network construction. 

As mentioned above, nowadays the cost of 

installing and commissioning a gauging 

system can easily exceed the cost of the 

equipment itself. For example, the use of a 

multi-drop arrangement could typically show 

savings on a containership of 15,000 m of 

JB 

JB 

JB 

TRIM 

Junction Box 

Transmitters 

2 core 4-20mA cable 

JB JB 

JB 

JB 

FPK 

DRAFT 

cable. The time taken to lay that amount of 

cable varies with the complexity of the vessel 

type, but the time, cost and weight saving 

benefits are immediately apparent. 

The iCT transmitter operates with 

significantly lower power requirements than a 

conventional analogue transmitter. This again 

shows cost benefits when considering 

applications where the installation must be 

undertaken to intrinsically safe standards. iCT 

carries ATEX approval for use in hazardous 

zones but like all other intrinsically safe 

equipment, it must be protected by a suitable 

energy limiting barrier or isolator located in 

the safe area. Unlike all other level equipment, 

it can be protected by a purpose developed 

and ATEX approved PSM barrier. 

While a conventional installation with 

analogue transmitters will require a barrier 

for each and every instrument, the low power 

requirement of the iCT means that one single 

barrier can be used to provide protection for 

a single RS485 loop containing up to 127 

iCT transmitters. 

When it is considered that iCT can also 

provide temperature measurement, the 

installation time and hardware cost savings are 

fully apparent. 

Once a system is installed the 

commissioning stage is also greatly 

simplified. All transmitters are remotely 

addressable by connecting a laptop pc at any 

...nowadays the cost of installing and 

commissioning a gauging system can easily 

exceed the cost of the equipment itself. 

“ 

” 

Need good cargo tank levels? 

We are upgrading tankers with new equipment 

- for better performance and easier operation 

Learn more about our cargo tank level radar and recent retrofits at 

www.krohne-skarpenord.com 

42 



JB 

DRAFT 

JB 

MDO 

Single Barrier Module 

Direct Digital Output 

JB 

HFO 

DB 

JB 

WING 

WING 

JB 

DB 

DRAFT 

DRAFT 

WING 

JB JB JB 

DB 

DB 

DB 

DB 

WING 

WING 

DB 

JB 

WING 

WING 

JB 

WING 

DB 

JB 

Transmitters 

Power & comms 

JB JB JB JB JB JB JB JB JB JB JB JB JB 

LUB 

HFO 

The digital system is a lot less convoluted. 

Digital System 

One barrier and cable loop for all sensors 

Cargo tanks not shown 

JB 

JB 

TRIM 

Junction Box 

JB 

FPK 

DRAFT 

typically require more operational power and 

so where intrinsically safe compliance is 

needed, fewer can be included per data loop. 

However, they can still be protected using the 

same PSM safety barrier design and PSM 

supply conversion modules to take their 

output signal and convert it to the required 

Modbus protocol. 

This leads to a cargo gauging system with 

far fewer deck components and a much 

simplified installation, especially beneficial 

for refit of existing tankers and products 

carriers. 

The receiving display system communicates 

directly with the RS485 network automatically 

polling each sensor. With information received 

a full graphical display is provided with 

repeaters as required and outputs to other 

shipboard systems such as loading computers. 

point in the data loop and using configuration 

software included with the iCT they can be 

programmed to suit the specific application. 

This extends to resetting the calibrated 

range and zero offsets, a task that, on a 

conventional transmitter would require access 

to the tank/transmitter and the physical 

application of pressure using a test set. With 

iCT no such access is needed and calibration 

can be set or changed even when the tank is 

full of liquid. With conventional transmitters, 

each one has to be factory set for its intended 

duty, if a transmitter is installed in the wrong 

tank, the refitting with the extra cost involved 

is unavoidable. With iCT this is not an issue, 

it can simply be reprogrammed to suit. 

The benefits of a multi-drop remotely 

addressable are applicable across vessels of all 

sizes and for both newbuilds and retrofits. 

In an example of where the iCT’s attributes 

have been of direct benefit to an owners 

business, PSM has recently equipped a series 

of trawlers where, accurate digital data from 

each sensor now provides a time stamped 

record of the tank levels, volume and 

temperature of fish caught for the entire 

duration of the voyage. This real-time 

information of storage conditions provides a 

traceable quality of the fish. Being able to 

provide this quality assurance means that fish 

can be pre-sold at the best prices long before 

the vessel returns to port. 

PSM has refitted the fuel and ballast tank 

management system on board the UK Royal 

Navy’s HMS Ocean. The new system gathers 

level/volume data of all service, operational 

and aircraft fuel tanks on a common data 

highway. Displays are distributed at 

operating stations along this network bus, 

greatly improving the platform’s entire fuel 

management. 

Tankers 

For tanker cargo systems, other devices, such 

as radar gauges, can be added onto the 

RS485/Modbus data loop. These devices 

Operational benefits 

When in operation, the shipowner benefits 

from the enhanced reliability and stability 

digital electronics provide and ease of system 

maintenance. Spare transmitters may be 

carried unconfigured and should a 

replacement be required it can be programmed 

on board using a simple utility, which runs on 

the central display and downloads the 

configuration for the intended duty from a 

back up library provided as part of the system. 

No specialist knowledge or calibration tools 

are needed. All other system components are 

simple plug in replacements with no set-up or 

calibration needs. 

Complimenting the iCT intelligent 

networks, PSM offers a wide range of 

display, data acquisition, alarm and 

monitoring stations tailored to suit the 

needs of the vessel. 

TO 

*This article was written by PSM 

Instrumentation. 



API records success 

in Turkey and China 

The latest concerns the delivery of 

full integrated cargo control, 

monitoring and alarm systems, 

including tank gauging, for a new 

series of tankers to be delivered to the 

Palmali Group by Besiktas Shipyard 

in Turkey. 

A total of 10 tankers are to be built 

designated as the third series of the ‘Armada’ 

project - RST22M. Each vessel will be 

equipped with fully integrated API system 

for cargo management, control and ships 

stability calculations. 

The new vessels will combine river and 

open sea operations, as they have been 

designed to transit the Volgo-Don and 

Volgo-Balt waterways and to operate in 

European waters. 

Each vessels total capacity of the six cargo 

tanks and two slop tanks is 8,090 cu m, while 

the deadweight in seagoing conditions is about 

7,050 tonnes on 4.60 m draught. While 

transiting the inland waterways the 

permissible deadweight is 4,700 tonnes on a 

draught of 3.60 m. 

This new contract between Besiktas 

Shipyard/Palmali and API Marine follows 

earlier co-operation between the companies, 

highlighted by the deliveries of full cargo, 

monitoring and alarm systems for the previous 

series of Armada types built in Turkish and 

Russian shipyards. 

The new vessels will also be equipped 

Aalborg-based API Marine 

has won several significant 

contracts during the 

past 12 months. 

with API TGDs (tank gauging devices) in the 

cargo tanks, which are claimed to be unique 

multi-functional units for measuring level, 

pressure and temperature, using non-contact 

acoustic GLF (guided low frequency) self 

calibrating methods. 

Monitoring and control of ballast tanks, 

service tanks, fuel and lube oil tanks will be a 

combined through an integrated system based 

on API range of sensors - UTS (ultrasonic 

tanks switches), UPT (universal pressure 

transmitters) and the API bubbling system. 

"With this new contract we continue our 

successful co-operation with Palmali Group of 

companies. The unique technology for 

accurate and reliable tank gauging developed 

by API Marine, based on acoustic principles, 

in combination with fast and flexible service 

support, securing overall reliable operation - 

has proved again to be the key points for the 

owners decision. 

“To secure this important contract, API 

Marine has worked closely with Emarine 

Engineering Ind & Trade, Istanbul, Turkey - 

now appointed as official authorised API 

Marine representative for the region," said 

Sven E Rasmussen, API Marine managing 

director. 

Chinese gas carriers 

Last year, API Marine signed a contract with 

Yangzhou Kejin Shipyard in China for 

delivery of fully integrated cargo control 

automation and remote valve control systems. 

The equipment is to be fitted on board six 

3,600 cu m pressurised gas carriers ordered by 

Danish shipowner Lauritzen Kosan. They 

were scheduled for delivery from December 

2009 through December 2010. 

This follows earlier co-operation between 

the two companies established through the 

delivery of new innovative LPG tank 

management technology fitted on board the 

Isabella Kosan series of gas carriers built by 

Sekwang Heavy Industries, South Korea. 

The new vessels will be equipped with a 

specially designed LPG/LEG TGD device. 

Measuring stratification of vapour in the 

cargo tanks is based on calculation methods 

from change in the speed of sound from 

change of density of actual gasses – 

providing advantages and cost saving for 

owners during gas freeing procedures, 

API Marine said. 

“The scope of supply for the new series of 

pressurised gas carriers consists of fully 

integrated cargo control automation system, 

patented non contact liquid detectors, 

emergency shut down and fire protection 

New Standards for Tank Measuring Technology 

API Marine develops and produces a complete range of sensors 

and systems for full cargo control as well as calculation and 

administration software combining integrated solutions for 

smart tank cargo control. 

TGD-500 TM 

Tank Gauging Device 

UTS TM 

Ultrasonic Tank Switch 

| API Marine ApS | Troensevej 12 | DK-9220 Aalborg Oest | Denmark | 

| Tel.: +45 9634 5070 | Fax: +45 9634 0170 | www.api-marine.com | info@api-marine.com | 

44 



API has had considerable success with its tank gauging devices (TGDs) recently by winning a tranche of orders. 

system (deck spray water via fusible system) 

and remote valve control system. 

“With this contract we continued our 

successful co-operation with our Singaporebased 

partner Nordic Flow Control - producer 

of actuators and remote valve control systems 

- and expanded our presence in the Chinese 

newbuilding market”, Rasmussen said. 

At the end of last year, API Marine 

delivered two sets of cargo control systems 

(including ballast measurement), alarm system 

and valve remote control system. These were 

also supplied by Nordic Flow Control to the 

Sopo Shipyard in China to be fitted on board 

two OW Bunker tanker newbuildings. 

The data from the TGD is transferred to the 

control room through two cables, thus 

reducing the cost of lengthy cabling 

throughout the tanker. The tank gauging 

device has four integrated measuring 

channels: 

Low frequency non contact level gauge 

with accuracy of 2 mm. 

Multiple thermo sensors for temperature 

profile measurement in the tank. 

Density sensors. 

Inert gas pressure sensor. 

The features are - 

Non contact level gauge with an accuracy 

of 2 mm. 

Multi thermo sensor for tank temperature 

profile. 

Inert gas pressure. 

Density of cargo. 

Automatic calibration. 

No moving parts. 

HART 2 wires. 

TO 

Tank gauging device 

The API TGD is a multi-functional device, 

which measures a cargo tank’s level and 

pressure, as well as temperature and density of 

the cargo. 

It is based on patented principle of Guided 

Low Frequency GLF wave propagation, 

which allows equal precise measurement 

accuracy along the tank height in any tank 

shape. 

API’s TGD has been developed to work 

with the highest level of accuracy in any type 

of liquid - oil products, liquefied gases, acids, 

solvents and other chemicals preventing any 

waste without foam influence from the 

surface. 



Portable liquid-level gauge for ballast tanks 

Mitsui OSK Line (MOL) and 

Musashino Co have jointly 

developed what they claim is 

the word’s first portable liquidlevel 

gauge for vessels’ ballast 

tanks. 

The gauge measures the level of ballast water 

(seawater) in a tank by dropping a portable 

measuring tube into the ballast tank’s 

sounding tube. A sensor detects air pressure 

changes in the tube and quickly measures the 

ballast water level. 

Conventional measurement using a 

sounding tape is complex and timeconsuming, 

requiring several crew members, 

MOL said. Use of this new liquid-level 

gauge makes it quick and easy to check the 

levels of many ballast tanks, improving 

efficiency and enhancing the safety of 

loading/discharging operations, the 

company said. 

Vessels add seawater to their ballast tanks 

when discharging cargo and pump it out when 

loading cargo. This helps to control the hull’s 

trim to help ensure its stability. To prevent air 

from entering the ballast pump during the 

final stages of discharging ballast water, it is 

essential to measure the level of ballast water 

remaining in the tank. 

Liquid level gauge characteristics - 

(1) Seafarers can easily carry the gauge’s 

main unit thanks to its compact size 

Kongsberg’s answer to tank gauging 

Last June, Kongsberg Maritime 

presented an updated version of 

its K-Gauge system. 

The system is now fitted with a GL-300 tank 

monitoring solution, which has been fully 

approved by all of the major class societies. It 

is claimed to be lightweight and easy 

to install. 

Kongsberg said that it offers increased 

reliability, accuracy and durability over 

already existing tank monitoring systems. This 

was made possible through a range of new 

sensors designed by the in-house sensor 

technology unit, Kongsberg said. 

Speaking at the launch, project manager 

Borge Havard said; “We have been developing 

radar tank gauging solutions for over 25 years 

amd have employed our technical expertise 

and application experience to develop our 

most accurate, reliable and durable solution to 

date. We have had a pilot installation on board 

a chemical/oil tanker since September 2008 

and reports from the customer are that 

everything is working perfectly.” 

GL-300 is fully integrated with the K- 

Gauge tank management and K-Chief 

automation systems, sharing operator stations 

and I/O units for other cargo instrumentation. 

It is a modular solution based on a new, 

what is claimed to be a highly accurate radar 

tank gauge, cargo temperature unit and a 

signal processing unit centrally located for 

each tank. 

In addition, a pressure sensor is fully 

integrated in the radar tank gauge to reduce 

cabling and simplify installation. The modular 

concept enables the simple design of custom 

solutions and supports ease of maintenance 

and trouble shooting, Kongsberg said. 

The company also said that the radar tank 

gauge drew its high accuracy and durability 

from the offset parabolic antenna design, 

which is claimed to be capable of 

withstanding the harsh tank environment 

(35 cm wide x 33 cm high x 23 cm deep) 

and light weight (about 5 kg). 

(2) It takes only 10 to 15 seconds to measure 

the liquid level in each ballast tank. 

(3) It is compatible with most vessel types as 

the gauge uses the vessel’s air compressor 

system. The gauge’s main unit can be 

connected with the air hose with a onetouch 

system. 

(4) The pressure sensor automatically adjusts 

for changes in temperature and 

atmospheric pressure. 

(5) A 9V battery is used for power source of 

the main unit. Measurements are displayed 

in digital format. It also has an auto-off 

function to maximise battery life. 

and is resistant to condensation and cargo 

deposit problems. 

The antenna radiates a high frequency 

narrow beam, which makes it easy to position 

in the tank. By June last year, the company 

had delivered more than 4,000 units of the 

previous generation systems, which have had 

the same antenna design since 2005. 

It is applicable to most liquid cargoes, 

including crude oil and chemicals across the 

entire temperature range and is suitable for 

sockets having an inner diameter of 200 mm 

or larger (JIS flange). It is claimed to 

lightweight and has been designed to offer the 

easiest of installation and maintenance, 

compared with other designs currently on 

the market. 

Kongsberg said that several design 

elements made this claim possible, from the 

inspection hatch on the GLA-300 radar tank 

gauge to the minimisation of cabling across 

the entire system. 

 


The Latest ews is now available on 

TAKEROperator’s website at 

www.tankeroperator.com and is updated weekly. 

For access to the ews just register by entering 

your e-mail address in the box provided. You 

can also request to receive free e-mail copies of 

TAKEROperator by filling in the form displayed 

on the website. 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. 

46 


Marinfloc has introduced a new 

pre-treatment system called CD 

pre-T. 

By keeping the existing certified oily water 

separator (OWS) and connecting the CD pre-T 

in line, filter changes were claimed to be 

become virtually unnecessary. 

With the Marinfloc CD pre-T breaking the 

emulsion and cleaning the water down to 15 

parts per mill, the present OWS acts as a 

pump, discharging clean water overboard. 

Since 2005, when the MEPC 60(33) 

regulation was replaced by MEPC 107(49), 

the older gravity-type OWS often had to be 

replaced by a centrifugal-type, or an 

emulsion breaking cleaning system or, 

alternatively, some shipowners chose to 

compliment the existing OWS with 

additional filters. Many new separators 

sold today also use exchangeable filter 

cartridges. 

The filter-option, involving the lowest 

initial investment, has, however, been shown 

to be a costly option for many operators. In 

many cases, filters need to be changed several 

times per months and sometimes even more 

often. Annual filter costs of well above 

$50,000 per year are not uncommon. 

As the new CD pre-T is to be installed 

before any existing OWS, independent of 

type or make, no changes or new certificates 

are necessary and the investment cost for the 

pre-treatment system is easily balanced 

against filter costs and the time it takes to 

change them. 

Marinfloc claimed that the payback time is 

less than one year for many ships with 

challenging bilge water needs. 

The emulsion breaking step of the CD Pre- 

T uses forced flotation together with a 

flocculent. After this step the cleaned bilge 

water with less then 15 ppm of oil is lead back 

through a three-way valve into the present 

TECHNOLOGY - NEWS 

Marinfloc launches new pre-treatment system for existing 

oily water separators 

An overview of Marinfloc’s pre-treatment system. 

Rudder repairs now possible without drydocking 

OWS suction line and is pumped overboard 

through the existing OWS, controlled by the 

present oil content meter. 

Alternatively, the CD Pre-T can discharge 

the cleaned bilge water into a separate tank, 

from which the present OWS can take its 

suction. 

The first two systems to be launched by 

Marinfloc have a capacity of 1,000 litres per 

hour, measuring 1.5 m by 0.7 m, and 250 

litres per hour, measuring 0.8 m by 1.2 m. A 

larger 2,000 litres per hour system is to be 

launched shortly. 

 

Leading Belgium-based 

shiprepair specialist Hydrex has 

developed a new method to 

enable the permanent repairs of 

rudders to be undertaken 

without drydocking the ship. 

Previously, permanent repairs were not 

possible and ships had to drydock in cases 

where a major defect was found. 

Hydrex’s newly designed equipment is 

lightweight and can be mobilised very 

rapidly in the company’s special flight 

containers, making the service available 

worldwide. 

Major rudder defects often cause 

unscheduled vessel drydockings. 

The new method designed by Hydrex’s 

technical department allows engineers, 

welders and inspectors to perform their tasks 

in dry conditions. Class approved permanent 

repairs in-situ, without moving the ship, are 

now possible resulting in the commercial 

operations continuing unaffected. 

Steel repairs and replacements can be 

undertaken and pintle and bushing defects 

can be solved without the loss of time and 

money associated with a drydocking. 

The equipment can be mobilised within 

hours and transported to any port in the 

world. It is available at the Hydrex 

headquarters in Antwerp and at the offices in 

Tampa, Algeciras, Mumbai, Visakhapatnam 

and Port Gentil. 

Need anchors and chains? 

www.wortelboer.nl 


TECHNOLOGY - NEWS 

Chemoil hits out ‘rushed and ill-advised’ ISO 8217 revision 

proposals which will effect bunker specifications 

Chemoil has urged the 

International Standard 

Organisation’s (ISO) working 

group, which is currently 

reviewing changes to bunker fuel 

specifications - ISO 8217 - to 

ensure there was a broad, crossindustry 

consensus for a fair and 

equitable revision to the standard. 

Responding to recent claims that current 

recommendations ISO/DIS (draft international 

standard) 8217 were too lenient and in favour 

of the bunker supplier, Chemoil has 

highlighted a number of issues raised within 

the proposed revision that, if implemented, 

could trigger rising bunker fuel costs for ship 

operators and will increase disputes over fuel 

specifications. 

Adrian Tolson, Chemoil’s vice president of 

sales and marketing, said: “Chemoil is 

alarmed at a number of rushed and ill advised 

changes proposed to ISO 8217 that could lead 

to a reduction in the availability of bunker fuel 

in many ports, increase bunker fuel costs for 

ship operators and generate an increase in 

unnecessary contractual disputes at multiple 

stages of the bunker supply transaction. 

“There is a real danger of the proposed 

regulations forcing ship operators to take 

unnecessary risks in buying bunkers that do 

not meet the new specifications because 

suppliers are forced to sell fuel with multiple 

exceptions to the new ISO 8217. 

“With the proposed reductions of 

Aluminium (AI) and Silicon (Si) to 60 parts 

per mill (ppm) from 80 ppm, Chemoil is 

against further reductions from current levels. 

Historically, levels of Al+Si up to 80 ppm 

have not caused any abnormal wear issues on 

ships engines provided that a ship’s fuel 

treatment plant is working properly. 

“This current limit has served this industry 

well for many years and a decrease to 60 ppm 

is completely unnecessary. Moreover, the 

increasing trend towards low sulphur residual 

bunker fuel conflicts directly with the 

proposed reduction of Al+Si. These metals 

(Al+Si) are found typically in the lower 

sulphur blend stocks used to produce low 

sulphur bunker fuel. The net result would be 

the increased use of more costly, blend stocks. 

“In addition, Chemoil joins multiple 

industry experts in our belief that Calculated 

Carbon Aromaticity Index (CCAI) is not 

Recent orders for Wärtsilä low speed engines 

Wärtsilä has claimed considerable 

sales success with its newly 

introduced Wärtsilä RT-flex82T lowspeed 

engine. 

Orders for a total of 30 seven-cylinder Wärtsilä 

RT-flex82T engines have been received in recent 

months. These including: 

Six engines for VLCCs to be built by 

Dalian Shipbuilding Industry. 

Six engines for VLCCs to be built by 

Shanghai Waigaoqiao Shipbuilding. 

Two engines for VLCCs to be built by 

Hyundai Heavy Industries. 

In addition, 16 have been ordered for 

newbuilding VLOCs to be built by Jiangsu 

Rongsheng. 

The engines are to be manufactured by 

Wärtsilä Corp licensees. 

Wärtsilä said that the company has a global 

market share of about 50% in electronicallycontrolled 

low-speed engines. During the past 

two years, orders for 140 of the company's 82 

cm bore marine engines have been placed. Of 

these, some 120 were for the RT-flex 

common-rail version. 

The new 82 cm bore, Wärtsilä RT-flex82T 

low-speed marine engine has successfully 

completed the type approval test carried out at 

Hyundai Heavy Industries (HHI) in South Korea. 

This test was carried out in the presence of 

representatives from the major classification 

societies. The first engine was installed in a 

VLCC built by HHI. The tested 7-cylinder 

RT-flex82T has a maximum continuous power 

of 31,640 kW at 76 rev/min. 

Wärtsilä claimed that the RT-flex82T is the 

ideal prime mover and market leader in 

electronically controlled engines for large 

tankers, namely VLCCs and ULCCs, as well 

as for very large bulk carriers of between 

200,000 and 400,000 dwt. 

Being a low rev/min engine, it is also an 

attractive alternative to the higher rev/min engines 

normally used in containerships. The lower 

rotational frequency offers fuel cost savings that 

are attractive in projects where fuel efficiency is 

high on the agenda, Wärtsilä claimed. 

The four 82 cm bore engine types in 

Wärtsilä's portfolio, the RT-flex82C, RTA82C, 

RT-flex82T and RTA82T, are designed to offer 

always a reliable indicator of ignition quality. 

CCAI values are not derived from standard 

testing protocols, rather it is a calculated value 

based on other measurements and parameters. 

“The current proposals not only validate 

CCAI as a measure of ignition quality, but 

also would define, as ‘offspec’, a high 

percentage of higher viscosity RMK bunker 

fuels currently being sold and used with no 

problem. The loss of these fuels from the 

market would reduce the supply of RMK and 

lead to an increase in costs to bunker fuel 

buyers,” he said. 

Tolson said massively conflicting views 

over the proposed changes to Aluminium and 

Silicon as well as the CCAI introduction are 

only two of many areas of controversy, which 

highlight the need for more industry 

consultation and consideration to be taken into 

account when laying out what are substantive 

changes to ISO8217. 

“The current DIS is disputable on many 

levels,” Tolson said. “What is needed and 

expected is cross industry consensus. We must 

ensure that any revisions to ISO 8217 are 

both balanced and reflect the realities of the 

marketplace.” 

 

the same economic and environmental 

benefits to different vessel types, according to 

their operating requirements. 

This programme was first introduced in 

November 2005, and all versions are based 

upon a common platform with as many parts 

as possible being shared. This enables benefits 

of rationalisation in design and manufacturing, 

optimised manufacturing ability and spare part 

stocks, to be realised, the company said. 

Common-rail technology 

All the Wärtsilä RT-flex engines feature 

common-rail technology. Wärtsilä said that this 

technology offers greater parameters for 

propulsion plants with optimum cost efficiencies 

for large tankers and very large bulk carriers. In 

the currently challenging marine market 

conditions, such efficiencies are seen as offering 

notable economic and environmental benefits to 

shipowners and operators. 

The flexibility in engine setting, which is 

an integral feature of the RT-flex common-rail 

system, includes optimised fuel injection 

pressures and timing for all loads. 

48 


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THE MARSHALL ISLANDS MARITIME AND CORPORATE ADMINISTRATORS 

TEL: +1 703 620 4880 | FAX: +1 703 476 8522 

MARITIME@REGISTER-IRI.COM 

FOR A FULL LIST OF OFFICES PLEASE VISIT: 

WWW.REGISTER-IRI.COM

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