Scandinavian Shipping Gazette 8

Scandinavian Shipping Gazette 8

Scandinavian Shipping Gazette 8


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8<br />

Ro-ro<br />

Technology<br />

Are you working 91<br />

hours a week? page 12<br />

Bore + ConRo =<br />

RoFlex page 44<br />

When to order ro-ro on<br />

a builder’s market page 60<br />

April 18 2008, 7 €

Finnlines’ aim is to be the leading company in<br />

its fi eld. For a company operating in the service<br />

sector, competent and enthusiastic employees<br />

are a key resource.<br />

A good, well-planned human resource<br />

policy serves to guarantee the enthusiasm and<br />

expertise of our personnel.<br />




Employee satisfaction are one of the main values<br />

of Finnlines. We are constantly aiming<br />

to achieve this by being a reliable and motivating<br />

employer treating employees with<br />

fairness and equality, encouraging every<br />

employee to continuously develop his or her<br />

own competence and expertise.<br />


The competence of our personnel is ensured<br />

through continuous training. One of the challenges<br />

for the future is to attract new, talented<br />

persons as Yourself.<br />

For further information on vacancies<br />

please contact our human resource offi cer at<br />

Finnlines Ship Management.<br />


TELEPHONE: +358 (0)10 343 50, FAX: +358 (0)10 343 4242, EMAIL: SEAPERSONNELFIN@FINNLINES.COM<br />


TELEPHONE: +46 (0)40-17 68 40, FAX: +46 (0)40-17 68 41 / 17 68 51, EMAIL: SEAPERSONNELSWE@FINNLINES.COM<br />



P.O. Box 370, SE-401 25 Gothenburg, Sweden<br />

Phone +46-31-62 95 70, Fax +46-31-80 27 50<br />

E-mail: info@shipgaz.com<br />

editorial@shipgaz.com<br />

marketing@shipgaz.com<br />

Internet: www.shipgaz.com<br />

Rolf P. Nilsson, publisher and editor-in-chief<br />

Phone: +46-31-62 95 80<br />

Mobile: +46-708-49 95 80<br />

E-mail: rolf@shipgaz.com<br />

Lars Adrians, marketing manager<br />

Phone: +46-31-62 95 71<br />

Mobile: +46-702-22 92 92<br />

E-mail: lars@shipgaz.com<br />


Denmark<br />

Bent Mikkelsen, editor<br />

Smedegade 13, DK-6950 Ringkøbing, Denmark<br />

Phone: +45-9732 1333<br />

Mobile: +45-2424 1335<br />

E-mail: bent@shipgaz.com<br />

Estonia (Tallinn)<br />

Madli Vitismann, editor<br />

Mobile: +372-5038 088<br />

Phone & Fax: +372-646 13 18<br />

E-mail: madli@shipgaz.com<br />

Finland<br />

Pär-Henrik Sjöström, editor<br />

Malmgatan 5, FI-20100 ÅBO, Finland<br />

Phone: +358-2-242 62 50, Fax: +358-2-242 62 51<br />

Mobile: +358-400-82 71 13<br />

E-mail: par-henrik@shipgaz.com<br />

Stig-Johan Lundström, sales manager<br />

Ruissalontie 10 as 22 FI-20200 Turku, Finland<br />

Phone: +358-45 32 44 99, Fax: +358-50 855 558 21<br />

E-mail: stig-johan.lundstrom@marconwest.fi<br />

Norway<br />

Petter Arentz, editor<br />

Gamleveien 9, NO-3121 Nøtterøy, Norway<br />

Phone: +47-33-40 12 00<br />

Mobile: +47-90-99 06 37<br />

E-mail: petter@shipgaz.com<br />

Dag Bakka Jr, editor<br />

Strandgaten 223, NO-5004 Bergen, Norway<br />

Phone: +47-55-32 17 47<br />

Mobile: +47-414 56 807<br />

E-mail: dag@shipgaz.com<br />

Marit Eggen, marketing manager Norway<br />

Kilgata 9, NO-3217 Sandefjord, Norway<br />

Phone: +47-33-52 21 00, Fax: +47-33 52 21 01,<br />

Mobile: +47-91-31 59 01<br />

E-mail: marit.eggen@shipgaz.com<br />

Odd-Einar Reseland, sales manager<br />

Sandakerveien 76 F, NO-0483 Oslo, Norway<br />

Phone: +47-22-09 69 10, Fax: +47-22-09 69 39<br />

Mobile: +47-47-33 29 96<br />

E-mail: odd.einar@shipgaz.com<br />

Poland<br />

Leszek Szymanski, correspondent<br />

Korzystno, ul. Truskawkowa 35, PL-78 132 Gryzbowo, Poland<br />

Phone: +48-94 354 04 84, Fax: +48-94 355 48 58<br />

Mobile: +48-602 579 620<br />

E-mail: leszek@shipgaz.com<br />


EUR 80 plus delivery per year. For further subscription details,<br />

please see www.shipgaz.com/subscription<br />

or call +46(0)770-457 114<br />



12 Long hours on watch<br />

60<br />

32 72<br />

15 The first China ro-ro to DFDS<br />

18 Bore – New business areas<br />

complementing ro-ro<br />


Ro-ro Technology<br />

21 During several decades ro-ro<br />

has been the foremost cargo<br />

handling method in Scandinavia<br />

regarding short-sea shipments<br />

of general cargo. In this issue of<br />

SSG we take a look at the state<br />

of ro-ro today in Scandinavia.<br />


4 News Review<br />

11 Editorial<br />

72 Fleet News<br />

73 Technical News<br />

74 IT & Communications<br />

75 Market Reports<br />

82 The battleship duel off Nordkap<br />


36<br />

22<br />

Det Norske Veritas (DNV) is an independent<br />

foundation established 1864<br />

with the objective to safeguarding life,<br />

property and the environment. With<br />

8,000 employees in more than 100<br />

countries, DNV’s global network is linked<br />

by efficient information technology.<br />

DNV’s prime assets in risk managing are<br />

the creativity, knowledge and expertise<br />

of the employees. Read more about DNV<br />

on www.dnv.com and on page 35.

TALLINk<br />


SjaaStad haS decided to reSign<br />

Bjørn Sjaastad, CEO of Frontline<br />

Management AS, is to resign. Sjaastad<br />

has decided for family reasons to move<br />

back to his home in Bergen. Bjørn<br />

Sjaastad is expected to leave the company<br />

before the end of June.<br />

The board of Frontline will immediately<br />

start the recruitment process in<br />

order to find a new CEO.<br />

LLoyd’S poSted record reSuLt<br />

The insurance market Lloyd’s reports<br />

a GBP 3.8 billion profit for 2007, of<br />

which around GBP 2 billion was from<br />

investment returns. The combined ratio<br />

was 84 per cent and total written premiums<br />

reached GBP 16.4 billion. The<br />

marine insurance portfolio generated<br />

GBP 1,226 million and provided GBP<br />

127 million to the overall result with a<br />

combined ratio of 95 per cent.<br />

The Superstar.<br />

taLLink´S SuperStar deLivered<br />

Fincantieris’ Ancona Shipyard has delivered<br />

the Tallink ferry Superstar, the<br />

ship will be deployed in the Tallinn-<br />

Helsinki service from 21 April. The<br />

Superstar has a capacity of 2,080 passengers,<br />

a cargo capacity of 1,930 lane<br />

metres and a speed of 27.5 knot.<br />

The vessel will complement the Tallink<br />

Shuttle service and offer fast trips<br />

all the year round. Tallink ordered the<br />

Superstar in 2005 at a price of was EUR<br />

120 million.<br />

Sea containerS Ltd SoLd ShareS<br />

Silja Line’s former owner, SeaContainers<br />

Ltd., has sold 50 per cent of Sea<br />

Containers Finland Oy to Greek Eugenides<br />

Group.<br />

Sea Containers Finland Oy operates<br />

the fast ferries Superseacat Three and<br />

Superseacat Four in the Tallinn-Helsinki<br />

service and owns the subsidiary<br />

SuperSeaCat OÜ in Tallinn.<br />

imo agree to reduce<br />

ship emissions<br />

ssg-göteborg. IMO’s MEPC meeting<br />

held in London has been hailed as a success<br />

after the delegates agreed on several<br />

regulations on ship emissions.<br />

From 2010, the sulphur content in ship’s<br />

fuel burned in SECAs will be lowered to<br />

1.0 per cent. In 2012, the global cap on<br />

sulphur content will be lowered from 4.5<br />

per cent to 3.5 per cent. Three years later,<br />

the limits for SECAs will be lowered again<br />

down to 0.1 per cent sulphur content and<br />

in 2020, the global cap will be set at 0.5<br />

per cent. In 2018, the measures will be<br />

reviewed to see if the market has been able<br />

to cope with the demand for cleaner fuel.<br />

MEPC does not say that the fuel must<br />

necessarily be destilled.<br />

When it comes to NOx reductions, the<br />

limit is set at emissions of 17 g/kW for<br />

engines installed prior to 1 January, 2011,<br />

engines installed thereafter get a 14.4 g/<br />

kW limit and engines installed on or after<br />

1 January, 2016 must have NOx emission<br />

levels reduced to 3.4 g/kW when operating<br />

in a SECA but outside the 14.4 limit still<br />

applies.<br />

The delegates also agreed to hold a<br />

meeting in Norway during the summer to<br />

address issues concerning greenhouse gas<br />

emissions. All the MEPC 57 agreements<br />

are to be adopted at the MEPC 58, which<br />

meets in October.<br />

The proposals have been widely hailed<br />

as a positive step for the environment as<br />

well as IMO, which from time to time is<br />

criticized for<br />

being to slow<br />

and ineffective.<br />

The steps proposed<br />

at MEPC 57<br />

are considered<br />

progressive.<br />

“it will certainly<br />

be one<br />

of IMO’s finest<br />

hours when<br />

this happens six<br />

months from<br />

now”, said IMO<br />

Secretary-General<br />

Mr Efthimos<br />

Mr Efthimos E.<br />

Mitropoulos<br />

E. Mitropoulos at the closing of the meeting.<br />

The European Commission’s permanent<br />

representative at IMO, Martin Koopmans,<br />

has been indicating that the measures will<br />

be enough to keep the EU from drawing<br />

up its own regulations, if the proposals<br />

really are adopted in October.<br />

The only negative comment seen so far<br />

comes from the European Community<br />

Shipowners’ Association, which, according<br />

to Lloyds List, says the lower SOx emission<br />

levels applied in SECA may affect short<br />

sea shipping negatively since SECAs exist<br />

where short sea shipping exists and the low<br />

sulphur fuel will be more expensive which<br />

might push trade from the sea to the roads<br />

and trucks – an issue ECSA says the EU<br />

must deal with.<br />

Former maerSk boSS new head oF wiSta, The former head of communication<br />

at A. P. Møller-Mærsk, Jette Clausen, has been elected chairman of the board of WISTA<br />

Denmark. She is taking over the position from Marianne Sørensen, who declined<br />

re-election after six years on the post. The board now consists of Vivi Johansen,<br />

Søfartsstyrelsen, Marlika Virrankoski-Poilsen, Clipper Group, Birgitte Sølgaard, MAQS<br />

Law Firm and Nina Lomborg, D/S Torm.<br />

Lauritzen Kosan buys more LPG’s in Korea<br />

ssg-ringkøbing. Lauritzen Kosan enlarges<br />

its portfolio of ethylene carriers from<br />

Korean shipyards. Recently Lauritzen<br />

Kosan has purchased three ethylene carriers<br />

from a Greek company for delivery in<br />

2010 from the Korean shipbuilder Hyundai<br />

Heavy Industries. The Hyundai trio will<br />


IMO<br />

be larger than the current series of 12 new<br />

ships under construction at Sekwang Heavy<br />

Industries. The Hyundai ships will be on<br />

9,000 cbm compared to the 8,000 on the<br />

Sekwang-series. The total number of new<br />

ethylene carriers in the Lauritzen Kosan<br />

fleet will be 15 units already in 2010.

no strike on swedish<br />

vessels – agreement reached<br />

SSG-GöteborG. The Swedish Shipowners’<br />

Employers’ Association and the two Swedish<br />

ship officers’ trade unions have signed<br />

a new collective bargaining agreement<br />

covering the period 1 January 2008 to 31<br />

January 2011.<br />

As a consequence, all notices of strike<br />

and lockout actions have been withdrawn.<br />

SSG-rinGkøbinG. The Canadian shipping<br />

company Algoma Tankers will continue to<br />

sail under Danish flag with their tanker<br />

Algoma Hansa after the recent take over.<br />

Until a week ago the ship was sailing under<br />

its previous name Amalienborg (named<br />

after the royal Danish castle) under a bareboatcharter<br />

for Danish Dannebrog Rederi.<br />

Our strength - your benefit!<br />

The new agreement includes a wage<br />

increase by 5.3 per cent from 1 February<br />

this year, 5.0 per cent next year and 4.0 per<br />

cent from 1 February 2010.<br />

In addition, officers on tankers and dry<br />

cargo vessels above 3,000 gt will receive an<br />

increment of 4.5 per cent and 2.5 per cent<br />

respectively.<br />

Canadian tanker under Danish flag<br />

However the Canadian buyer decided to<br />

continue to sail under Danish flag with<br />

Rungsted as homeport. Algoma Tankers<br />

purchased the sister ship Aggersborg in<br />

2005, but re-flagged the ship to Canadian<br />

flag under the name Algosea. In 1998 the<br />

vessels were the first tankers to be built by<br />

a US shipyard for foreign account.<br />

Rosella to replace Ålandsfärjan<br />

SSG-åbo. Viking Line will transfer the<br />

ferry Rosella to the Mariehamn – Kapellskär<br />

service. On her present route between<br />

Helsinki and Tallinn, the Rosella will be<br />

replaced by the newbuilding Viking XPRS<br />

at the end of April.<br />

The Rosella will be deployed in the service<br />

across the Åland Sea at the end of<br />

May after a refit.<br />

She will replace the much smaller ferry<br />

Ålandsfärjan, which has been trading on<br />

the route since spring, 1987. This will not<br />

become a permanent traffic arrangement<br />

for the Mariehamn – Kapellskär service, as<br />

Viking Line has the purpose-built newbuilding<br />

Viking ADCC under construction in<br />

PäR-HENRIk SjöSTRöM<br />

The Ålandsfärjan.<br />

Spain for delivery in summer, 2009.<br />

Viking Line’s Managing Director Nils-<br />

Erik Eklund told SSG that the Ålandsfärjan<br />

is no longer needed in the fleet and will<br />

be up for sale.<br />



& Sonic cleaning tool<br />


Tank Cleaning Machines<br />

The MSC Napoli.<br />

Removal of final steRn section<br />

The removal of the final stern section<br />

of the MSC Napoli started on 10 April.<br />

Clean-up contractors will be in place<br />

throughout the five-month removal<br />

operation. The hull of the MSC Napoli<br />

was cracked in a storm off the coast<br />

of Cornwall on January 18, 2007. The<br />

crew of 26 were airlifted to safety and<br />

the vessel was deliberately grounded<br />

because it was feared she could sink.<br />

The salvage work havs been extensive,<br />

in August, last year, the bow section of<br />

the container vessel was salvaged and<br />

transported to the shipyard Harland<br />

and Wolff for recycling<br />

stRike at Polish Bct called off<br />

The strike at Baltic Container Terminal,<br />

BCT, in Gdynia has been called<br />

off after 13 days. The final negotiations<br />

on Tuesday 1 April lasted 13 hours. No<br />

one is willing to go into the details of<br />

the compromise reached. The employees’<br />

main demand was a salary increase<br />

of 17 per cent of their basic salary. The<br />

board was only willing to agree to 13<br />

per cent.<br />

The strike started on 20 March.<br />

During the strike, container vessels<br />

were rerouted to other ports and terminals.<br />

LNG and Boiler Automation<br />

Please visit us at: www.kockumsonics.com, www.polarmarine.se, www.texon.se<br />

annons.indd 1 07-10-01 17.33.20<br />




CoLoR LINE<br />


camiLLo eitzen in carrier deaL<br />

Camillo Eitzen & Co ASA has reached<br />

an agreement in principle for the sale<br />

of two bulk carriers, the 53,100 DWT<br />

Sibulk Innovation, built in 2004 and<br />

the 55,700 DWT Sibulk Quality, built<br />

in 2005.<br />

The vessels will be delivered in July<br />

2008 to an undisclosed buyer. The total<br />

price for the two vessels is USD 145.5<br />

million.<br />

mærSk veSSeLS to uS SubSidiary<br />

A. P. Møller-Mærsk is about to sell two<br />

container feeder carriers to its US subsidiary<br />

Maersk Inc in Norfolk, Virginia.<br />

The two vessels are the Agnete Mærsk<br />

and the Christian Mærsk. The Agnete<br />

Mærsk has a capacity of 1,092 TEUs.<br />

The Christian Mærsk has a capacity of<br />

1,500 TEUs. It is expected that both<br />

vessels, under US flag, will be deployed<br />

in the Middle East feeder service<br />

Trouble again for Superspeed 1.<br />

new probLemS For SuperSpeed 1<br />

Color Line has been forced to reduce<br />

the number of passengers booked on<br />

their new ferry the SuperSpeed 1, Norwegian<br />

media report. The reason is that<br />

more passengers than there are seats<br />

have been booked on the vessel resulting<br />

in passengers having to spend the<br />

trip sitting on the floor.<br />

The problems for the vessel, which<br />

could not be delivered on time, this<br />

winter are thus continuing.<br />

kotka reached one miLLion tonS<br />

The Port of Kotka recorded a goods<br />

volume of more than one million tons<br />

in March. This is the first time that<br />

goods turnover in the port has exceeded<br />

one million tons in a single month.<br />

maritime safety<br />

laws turned down<br />

ssg-göteborg. The European Council<br />

turned down, by a broad majority, two<br />

directives concerning safety at sea.<br />

The flag state directive that seeks to<br />

make IMO (International Maritime Organization)<br />

flag state rules obligatory and the<br />

civil liability directive that aims to increase<br />

liability for shipowners and regulate compensation<br />

payments gained support from<br />

few member states during the Transport<br />

Council meeting on 7 April.<br />

The Slovenian EU presidency said<br />

that due to the weak support, there is no<br />

point in continuing the work on the EU<br />

Commission’s text.<br />

”The flag state directive was turned down<br />

because the Member States do not want to<br />

give the EU Commission and the EU more<br />

competence in this subject. They want to<br />

ssg-göteborg. Christer Schoug has been<br />

appointed by Royal Caribbean Cruises as<br />

vice president of newbuildings.<br />

Schoug is currently the managing director<br />

of Stena Ro-Ro and deputy managing<br />

director of Stena Rederi.<br />

The VP of newbuildings is a new post<br />

in the RCL organisation and Schoug will<br />

lead construction and design of new cru-<br />

handle this through IMO instead. The<br />

Member States say they will apply IMO`s<br />

voluntary flag state audit scheme and work<br />

within IMO to make it compulsory instead<br />

of making binding EU rules out of<br />

IMO’s flag state audit scheme as the EU<br />

Commission wants and the directive suggests”,<br />

says Christopher Frisk, the Swedish<br />

Shipowner’s Association’s representative in<br />

Brussels, to SSG.<br />

”CLD was turned down because the<br />

Member States do not see any added<br />

value in the proposal. In principle, it only<br />

duplicates existing IMO regulations and<br />

moreover introduces some additions that<br />

nobody wants. Instead, the Member States<br />

promised to ratify the 1996 protocol of the<br />

LLMC Convention and implement these<br />

regulations in full.<br />

Schoug to Royal Caribbean Cruises<br />

ssg-göteborg. 22 per cent of all dry<br />

bulk carriers in the current world orderbook<br />

have been ordered at shipyards that<br />

up til last year never had delivered a ship.<br />

The analyst company Worldyards estimates<br />

that the total dry bulk orderbook stands at<br />

211.7 million DWT, of which 48 million<br />

tons have been ordered at the new shipyards.<br />

In addition, tankers of 13 million<br />

DWT, are expected to be converted to dry<br />

ise vessels for all the<br />

RCL brands: Royal<br />

Caribbean International,<br />

Celebrity Cruises,<br />

Pullmantur, Azamara<br />

Cruises and CDF<br />

Croisières de France.<br />

Christer Schoug.<br />

The RCL group has a<br />

fleet of 37 vessels and seven on order.<br />

Every fifth bulker ordered at non-existing yard<br />

bulk carriers. The uncertainty regarding<br />

the new shipyard’s capacity and reliability<br />

in combination with the current financial<br />

turbulence, up to half of the orderbook<br />

is still seeking financing, triggers expectations<br />

that many ordered vessels will be significantly<br />

delayed or not delivered at all.<br />

According to estimates in the market, this<br />

could be the case for 20-30 per cent of the<br />

current orders.<br />


for all major makes of diesel engines.<br />

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E-mail: scancool.sales@swipnet.se<br />


PäR-HENRIk SjöSTRöM<br />

The Birka Express.<br />

Finnlines extends time charter<br />

of birka cargo vessels<br />

ssg-åbo. Birka Cargo’s largest ro-ro vessels<br />

Birka Express (8,843 DWT), Birka Carrier<br />

(8,853 DWT) and Birka Trader (8,853<br />

DWT) will continue on their time charter<br />

with Finnlines until the end of 2012.<br />

ssg-ringkøbing. The grounding of the<br />

crude oil tanker Minerva Concert in the<br />

Hatter Barn Channel on May 14, 2007, was<br />

caused by lack of attention by the pilot,<br />

the captain, the second officer on duty and<br />

by the lack of communication between<br />

them on the voyage from Fredericia to<br />

Rotterdam via Grenå with 81,268 tons of<br />

crude oil on board.<br />

The pilot, who had a pilot-trainee attending,<br />

did not discuss the voyage plan with<br />

the captain when deciding to sail in the<br />

Hatter Barn Channel as the draft was 12.5<br />

The present charter has thus been extended<br />

four years. For the moment, Finnlines<br />

also has Birka Cargo’s smaller series of roro<br />

vessels Birka Transporter, Birka Exporter<br />

och Birka Shipper on time charter.<br />

man b&w paSSeS 60 miLLion japaneSe horSeS mark Japan’s Mitsui Engineering<br />

& Shipbuilding Co. Ltd. (MES) has delivered licence-made MAN B&W engines with a<br />

combined out-put of 60 million horsepowers. According to MAN B&W, this is a world<br />

record for a single brand. MES signed its first licence agreement with Burmeister & Wain<br />

in 1926. Today MES has a production capacity of five million horsepowers per year.<br />

Lack of attention caused<br />

oil tanker grounding<br />

metres. During the voyage the pilot and his<br />

trainee talked in Danish without telling the<br />

officer on watch about the change in the<br />

voyage plan. After some hours, the tanker<br />

ran aground just on the wrong side of buoy<br />

19. The pilot claimed that the ship’s gyro<br />

conpass had a deviation of +5°, but several<br />

expert teams investigating the instruments<br />

in the four days of the salvage operation<br />

did not discover any failures.<br />

The ship was lightered and sailed to a<br />

dry dock in Hamburg, where it stayed from<br />

late May to August 25, 2007.<br />




PIPING<br />





Bäringe 1B, Annexet<br />

SE-241 95 Billinge, Sweden<br />


Phone: +46 (0)413-54 40 00<br />

Fax: +46 (0)413-54 41 10<br />

E-mail: scanmarine@scanmarine.se<br />




The West Sirius.<br />

two driLLing rigS to SeadriLL<br />

Seadrill has taken delivery of two<br />

deepwater drilling rigs, the West Phoenix<br />

and the West Sirius, from Samsung<br />

Shipyard in South Korea and<br />

Jurong Shipyard in Singapore, respectively.<br />

Both units have secured long-term<br />

contracts.<br />

The West Sirius is contracted by<br />

Devon Energy Corporation for four<br />

years in the Gulf of Mexico while the<br />

West Phoenix has a three-year contract<br />

with Total Norge for deployment in<br />

the North Atlantic region. The drilling<br />

rigs have a water depth capability up to<br />

3,000 metres.<br />

uS carnivaL backS on FueL FeeS<br />

The Florida Attorney General has<br />

reached a settlement with six cruise<br />

lines over the imposition of a retroactively<br />

imposed fuel surcharge on cruise<br />

passengers. Carnival and its five subsidiary<br />

cruise lines have agreed to refund<br />

approximately USD 40 million to<br />

consumers nationwide who were charged<br />

the fuel surcharge after they had<br />

booked their cruises. Other affected<br />

cruise lines are Holland America, Princess,<br />

Costa, Cunard and Seabourne.<br />


- let your fuel take you further<br />

HEMPASIL is documented to reduce<br />

fuel consumption by 10.6%<br />

HEMPEL<br />

www.hempel.dk<br />

50 plans to<br />

strenghten dutch<br />

maritime sector<br />

ssg-göteborg. The Dutch Cabinet<br />

has approved a policy letter filed by state<br />

secretary Tineke Huizingas, which aims to<br />

strengthen the country’s maritime sector.<br />

The letter includes some 50 concrete<br />

plans aimed at reducing environmental<br />

impact from shipping, improving maritime<br />

safety, increasing the competitiveness of<br />

the national shipping industry and promoting<br />

carreers in shipping.<br />

Among the proposals are environmentally<br />

differentiated port dues, funding for<br />

environmental courses in maritime education<br />

programs and measures to increase<br />

safety at sea where the target will be lowered<br />

from 25 accidents per year to 20. To<br />

lighten the administrative burden for com-<br />

panies, inspection authorities will increase<br />

co-operation. Inspections will be risk-based<br />

and shipowners who fullfil their obligations<br />

will be less inconvenienced by inspections.<br />

Some inspection tasks will be transferred<br />

to the market.<br />

The Dutch maritime sector employs<br />

27,000 people and has a direct value added<br />

of about EUR 1.6 billion per year. To<br />

improve this, the tonnage tax and rates for<br />

ship management will be lowered.<br />

The Dutch maritime sector is suffering<br />

from recruitment problems. Huizingas<br />

wants to see improved collaboration in<br />

nautical education and is prepared to offer<br />

subsidies for introductory work placements.<br />

new Service From grenå to turku The Port of Grenå will be connected with Turku<br />

in Finland via a direct liner service. Norwegian Nor Lines will call Grenå en route from<br />

Norway to Finland. The Danish broker Franck & Tobisen has identified the necessary<br />

conditions for the call at Grenå.<br />

Göteborg in global climate project<br />

ssg-göteborg. The port of Göteborg has<br />

joined forces with 13 of the world’s largest<br />

ports, including Rotterdam, in an initiative<br />

to reduce ship’s emissions and combat climate<br />

change.<br />

In July, the ports plan to sign a climate<br />

declaration and Göteborg will provide a<br />

part of the declaration concerning shore<br />

connections for electricity.<br />

According to the port company, shore<br />

ssg-åbo. The Bourbon Dolphin was built<br />

to all rules and regulations and the Norwegian<br />

commission has not proposed any<br />

changes in the current design regulations,<br />

says Ulstein Verft in its first comment on<br />

the report filed by the Royal Commission<br />

to the Norwegian government.<br />

Ulstein Verft claims that the vessel was<br />

exposed to stresses it was not designed for.<br />

connections for all vessels calling at the roro<br />

terminal would reduce CO2 emissions<br />

from shipping by ten per cent if the shoresupplied<br />

electricity was generated free of<br />

CO2 emissions. At the same time, emissions<br />

of SOx and NOx would decrease by<br />

95 per cent.<br />

Among the ports involved in the project<br />

are Shanghai, Rotterdam, Los Angeles,<br />

Dubai and Santos.<br />

Ulstein Verft comments Dolphin report<br />

According to the shipbuilder, the commission<br />

has carried out a thorough job and the<br />

report is extensive. Ulstein claims, however,<br />

that the shipyard has fulfilled all requirements<br />

on information and communication<br />

of stability criteria for the vessel. An<br />

approved stability manual was delivered<br />

and a load calculator for stability calculations<br />

was installed on the ship.<br />


Hempasil 58x58.indd 1 19-03-2008 11:42:50

Sævik turned down on<br />

aker yard egm<br />

ssg-göteborg. At an extraordinary general<br />

meeting, a majority of the shareholders<br />

in Aker Yards rejected the proposal by Per<br />

Sævik’s Havyard Invest to elect four new<br />

members and replace two standing members<br />

of the company board. Sævik controls<br />

ten per cent of the shares. Sævik was supported<br />

by about 35.8 million shares but<br />

a majority of 49.5 million shares voted<br />

against the proposal. South Korean shipbuilder<br />

STX controls a stake of around<br />

40 per cent of the shares. This is currently<br />

under investigation by the EU competition<br />

authority and the shipbuilder’s voting right<br />

was initially suspended pending the EU<br />

decision. The suspension was, however,<br />

lifted provided that STX voted against the<br />

proposed reshuffle of the board.<br />

Melchiors gets new Brussels job<br />

ssg-ringkøbing.Carsten Melchiors, the<br />

former Secretary General of Bimco, was<br />

not unemployed for a long time.<br />

Carsten Melchiors has now been appointed<br />

as the permanent representative in the<br />

European Union for the International<br />

Association of Classification Societies<br />

(IACS).<br />

IACS will shortly open an office in<br />

Brussels, where Melchiors will be based in<br />

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A question of ownership<br />

Finnish shipbuilding has made headlines<br />

during the last months. Unfortunately<br />

the interest of the press<br />

has not concerned the excellent ships<br />

delivered – it has mainly focused on the<br />

newbuildings not handed over in time.<br />

Aker Yards presented a poor result for<br />

2007 and states that the losses have mainly<br />

been generated by ferries built in Finland.<br />

Many of the deliveries have been seriously<br />

delayed due to different problems.<br />

According to Aker Yards the operations in<br />

Finland are suffering from a high pressure<br />

on subcontractors: “A stretched suppliers’<br />

market causes delays, and a number of<br />

deliveries from suppliers are still suffering<br />

from unacceptable quality,” they state.<br />

Building a technically advanced ship is<br />

a complex chain of subprojects, which are<br />

managed by a large number of different<br />

companies. The trick is to manage such a<br />

conglomerate of projects. In the end, the<br />

shipyard alone is responsible for the ship<br />

owner receiving exactly the ship ordered<br />

at the right time. Integrating external<br />

workforce in the shipbuilding process is<br />

indeed an extremely demanding task to<br />

administrate, and in this field the Finnish<br />

shipyards have probably come further<br />

than anybody else in the world.<br />

Today panicking is the typical reaction<br />

if there is even a slight disturbance in the<br />

financial performance of a company. Losses<br />

are simply unacceptable to the share<br />

holders in all branches.<br />

The losses generated by Aker Yards<br />

Finnish shipyards will not be the last of<br />

their kind in shipbuilding. Investors in<br />

shipbuilding simply have to live with the<br />

fact that the market goes up and down<br />

and that the fierce competition sometimes<br />

makes it necessary to take orders at small<br />

margins.<br />

Aker Yards is one of the leading builders<br />

of large cruise vessels in the world<br />

– perhaps the best of the best. Regarding<br />

both hardware and human resources, Aker<br />

Yards’ Finnish shipyards form the core of<br />

the most advanced shipbuilding cluster<br />

in the world regarding large cruise vessels.<br />

The shipyard in Turku specializes in<br />

building Post-Panamax cruise vessels. The<br />

project management and building of such<br />

gigantic ships is the ultimate challenge<br />

within shipbuilding and Aker Yards has<br />

done excellent so far. As the builder of the<br />

largest cruise vessels, the Turku shipyard<br />

is one of the most efficient and modern<br />

plants in the whole world.<br />

Finland also has a unique network of<br />

suppliers of the most prestigious components<br />

and systems. Finally, Finland has<br />

probably the leading know-how not only<br />

in building, but also in designing ultralarge<br />

cruise ships.<br />

Still, something has of course to be<br />

done about the losses. Perhaps it is not<br />

optimal to maintain three separately located<br />

shipbuilding sites? Perhaps the shipyards<br />

and the subcontractors should have<br />

even closer relations, leading to creative<br />

ideas how to mutually master the increasing<br />

costs? Perhaps they do not really<br />

understand the simple fact that they both<br />

need each other to exist in the long run?<br />

A crucial question is if the current situation<br />

is related to the shipbuilding process<br />

at all. What if this is an ownership-related<br />

issue? Maybe the current ownership structure<br />

is not at all ideal for a shipyard?<br />

In October last year, the Korean shipbuilding<br />

group STX acquired a 39.2 per<br />

cent ownership stake in Aker Yards. The<br />

EU competition authorities are told to be<br />

currently evaluating the acquisition of the<br />

shares.<br />

The Koreans have still not revealed<br />

their intentions with this deal. However,<br />

it has been interpreted as a shortcut into<br />

the cruise ship market and this has created<br />

concern on high levels in Europe. Is this<br />

the final countdown for the crown jewel<br />

of European shipbuilding, the building of<br />

cruise ships?<br />

Indeed, it is alarming if the Korean shipbuilding<br />

industry slips into the last European<br />

bastion of shipbuilding through the<br />

back door. But what are their real intentions?<br />

Either they believe that it is possible<br />

to continue with shipbuilding in Finland<br />

or they want to drain the know-how and<br />

move it to their own country.<br />

Mr Martin Saarikangas, the man who<br />

soon twenty years ago saved the Finnish<br />

shipbuilding industry, has declared to the<br />

press that there would now be a golden<br />

pär-henrik sjöström<br />

Editor, Finland<br />

Phone: +358 2 242 62 50,<br />

E-mail: par-henrik@shipgaz.com<br />


opportunity for Finnish investors to regain<br />

control over the shipyards in Finland.<br />

However, the interest for shipbuilding<br />

seems to be non-existent among Finnish<br />

investors. Why do we not believe in Finnish<br />

shipbuilding in Finland if the investors<br />

in Korea believe in it?<br />

It is possible that the most serious threat<br />

to Finnish shipbuilding is not at all the<br />

Koreans, but the lack of a genuine interest<br />

in building ships among its owners.<br />

It is of utmost importance that the<br />

building of high-tech vessels like cruise<br />

ships stays in Finland. But it cannot be<br />

achieved by government decrees about<br />

forced marriages between the shipyards in<br />

Finland, France and Italy.<br />

The current shipyards of Aker Yards<br />

Cruise & Ferries unit have the critical mass<br />

and they definitively have the know-how<br />

needed to continue to stand upon their<br />

own feet.<br />

They also have a world-wide reputation<br />

as reliable and safe partners to cooperate<br />

with. The recent difficulties regarding<br />

ferries have changed nothing of this. The<br />

delivery times of the cruise vessels have<br />

not been delayed at all. The attitude of the<br />

Finnish shipbuilders is still the same – the<br />

goal is always to deliver a ship fulfilling all<br />

specifications, including the delivery time.<br />

There will be a stable demand for new<br />

cruise ships also in the future. A significant<br />

part of these vessels will be built in<br />

Finland. Hopefully the owners of Aker<br />

Yards understand the true value of their<br />

Finnish assets instead of just focusing at<br />

the latest financial report.<br />



Long hours on watch<br />

The working hours for masters and watch keeping officers on small<br />

vessels have escalated and frequently exceed 91 hours per week.<br />

Research student and Captain Fredrik Hjorth at Kalmar Merchant Marine<br />

Academy has studied how safety at sea is affected by the working<br />

conditions on board.<br />

The study has been performed on eleven<br />

smaller vessels flying various flags operating<br />

along the coast in the Baltic Sea. The<br />

study is part of a larger safety management<br />

research project and the objective was to<br />

investigate tasks, rest and working hours on<br />

vessels with only two navigational officers<br />

on board. Fredrik Hjorth has interviewed<br />

masters, officers and other crew members<br />

as well as personnel managers, designated<br />

persons and representatives for the administration<br />

and the union.<br />

“It is important to get a comprehensive<br />

picture. A ship can be seen as a sociotechnical<br />

system, where maritime safety<br />

and the working environment are depend-<br />

ent on all sides of the system working<br />

together”, says Fredrik Hjorth.<br />

“When needed, there must be back-up<br />

available from colleagues on board or from<br />

the land organization. Otherwise it doesn’t<br />

matter how well educated and trained you<br />

are.”<br />

The right crew<br />

The social interaction and well-being is<br />

very important on board any ship and perhaps<br />

even more so on smaller vessels with<br />

restricted space for recreation and small<br />

public rooms. On a ship with only five to<br />

seven people it is vital that you find the<br />

right crew members.<br />

“It is a question of both getting the job<br />

done and ensure the well-being on board.<br />

With a small crew there is no room for<br />

on-the-job training. Everybody must have<br />

certain experience and more or less know<br />

what to do from day one. At the same<br />

time it is important that the crew function<br />

together socially.”<br />

Furthermore, Fredrik Hjorth has studied<br />

accident reports and compared the journals<br />

for working hours with the log books<br />

on board the visited ships.<br />

In 2004 the Marine Accident Investigation<br />

Branch (MAIB) investigated 652 accidents<br />

on vessels with only two navigational<br />

officers. MAIB came to the conclusion that<br />


Seen to the number of ABs<br />

on board and the tasks<br />

they have to perform,<br />

we wouldn’t even get food<br />

if they had to stand<br />

watch at night.<br />

the workload on the crew is so heavy that<br />

it is difficult for them to fulfil their duties<br />

and still get enough rest and that this often<br />

leads to accidents.<br />

Swedish, Dutch and Japanese studies<br />

also point to the fact that most collisions<br />

and groundings that occur at night are due<br />

to fatigued operators, often in combination<br />

with lack of sufficient lookout.<br />

Research shows that it is difficult for the<br />

officers to recuperate on board and that<br />

this might lead to a chronic state of fatigue<br />

that can have adverse effects on health and<br />

well-being.<br />

But the small number of crew also<br />

implies other safety aspects than fatigue. A<br />

lot of work on board has to be carried out<br />

single-handed, sometimes in the dark and<br />

on a slippery deck, where no one can see if<br />

you get injured or fall overboard.<br />

No lookouts<br />

Another aspect is the lack of proper lookout.<br />

According to the STCW, watch keeping<br />

is to be done with two persons on the<br />

bridge. Exceptions can be and frequently<br />

are made for certain circumstances but<br />

only in daylight.<br />

However, none of the participating ships<br />

in the study had a lookout to accompany<br />

the officer on watch at night. A decision<br />

enforced by the necessity, but also the will<br />

of the crew, to operate the ship with a small<br />

crew and at the same time keep the vessel<br />

in good shape. In the report, a master is<br />

quoted:<br />

“Seen to the number of ABs on board<br />

and the tasks they have to perform, we<br />

wouldn’t even get food if they had to stand<br />

watch at night.”<br />

The many working hours often result<br />

in violations of the regulations regarding<br />

work-time and rest period. Fredrik Hjorth<br />

says that the crew often feel that they have<br />

to adjust their working time records in<br />

order to comply with the regulations and<br />

quotes an officer as saying:<br />

“I tried to fill in my real working hours<br />

once, but the master lashed out and told<br />

me that he would never sign that since it<br />

did not comply with the regulations. Since<br />

then I never write anything else than cutand-dried<br />

records.”<br />

Another example from the report is<br />

a comparison between the records and<br />

the ship’s log book indicating that only<br />

two persons were working, when the ship<br />

moored in port. The rest of the crew were<br />

apparently sleeping.<br />

Supposedly, this adjustment of work<br />

hour records is known amongst the Administrations,<br />

but they choose not to act on it.<br />

Paperwork<br />

A growing part of the workload in contemporary<br />

shipping is administrative work.<br />

A task that the officer on watch is not<br />

allowed to do during watch, according to<br />

regulations.<br />

“ISM, ISPS, operational administration<br />

and environmental issues like garbage handling,<br />

all involve a lot of paper work and<br />

somebody must take care of it”, says Fredrik<br />

Hjorth.<br />

The remaining question is when and by<br />

whom. If all the administrative duties are<br />

to be performed off the normal watch, it<br />

would mean an average of 1–2 hour longer<br />

days, naturally with an equally shorter time<br />

for sleep.<br />

Solutions suggested in the report include<br />

increasing the number of crew on board<br />

or moving tasks from the ship to the land<br />

organisation.<br />

When the results were presented, the<br />

report got a lot of attention in the media<br />

from various stakeholders. The media light<br />

was largely on the touching up of the working<br />

hour records and the seafarers, feeling<br />

that this is done with the tacit acceptance<br />

of the authorities.<br />

The author of the report thinks the limelight<br />

should be pointed elsewhere;<br />

“The focus should really be on the crew<br />

and the pressure they take upon themselves<br />

in order to make everything work and their<br />

professional pride and will to do a good<br />

job.”<br />

cecilia österman<br />



The first<br />

China ro-ro<br />

to DFDS<br />

The Tor Corona is the first of four sisters going to DFDS Tor Line.<br />

The Tor Corona is the very first<br />

Chinese ro-ro vessel in the DFDS<br />

Tor Line fleet, but it was ordered<br />

and owned by an experienced ro-ro<br />

provider: the London-based Norbulk<br />

<strong>Shipping</strong>.<br />

The company, which has a <strong>Scandinavian</strong><br />

background, has previously built six roros<br />

in China for Finnlines charter. The<br />

Tor Corona is the first of four units that<br />

will sail for DFDS Tor Line on long-term<br />

timecharter. The business with Norbulk<br />

<strong>Shipping</strong> has been extended to a purchase<br />

of two of the China ro-ros, the Finnmaster<br />

and the Finnreel. The other four units from<br />

the first series have been sold to the charter<br />

Finnlines, leaving Norbulk shipping with<br />

only the Tor Corona and its sister the Tor<br />

Hafnia (delivery in March 2008) and the<br />

two remaining sisters, which are due for<br />

delivery in August and October this year,<br />

in the fleet.<br />

“This, however, eases up on the manning<br />


Two Swedish captains have command of Tor<br />

Corona. Here is Eibert Fransson.<br />

situation. It means that we can man the new<br />

ships much more easily, as it is so tough to<br />

attract new crew members like in the rest<br />

of the shipping community”, explains captain<br />

Eibert Fransson, Tor Corona.<br />

Scottish manning<br />

The manning and technical management<br />

of the Tor Corona are handled by the Scottish<br />

division of Norbulk <strong>Shipping</strong>.<br />

The inauguration of the Tor Corona is a<br />

Tor CoroNa<br />

Type: ro-ro<br />

Builder: Jinling Shipyard, Nanjing<br />

owner: Seatreasure Ltd, London (Norbulk<br />

<strong>Shipping</strong>, Glasgow)<br />

Newbuilding no. 05-0402<br />

Class: Lloyds + 100A1, ro-ro, Ice Class 1A,<br />

Solas II p. 54 + LMC, NAV1, UMS,*IWS, SCM.<br />

IMo no. 9357597<br />

Loa 187.1 m<br />

Lpp 169.8 m<br />

Width 26.5 m<br />

Draft 6.9 m<br />

Depth to weather deck 21.6 m<br />

GT 25,654<br />

NT 7,696<br />

DWT 11,322<br />

Drivers 12<br />

Lane metres 3,455<br />

Tank top 470 m<br />

Main deck 1,043 m<br />

Upper deck 1,168 m<br />

Top deck 774 m<br />

Reefer plugs 75<br />

Machinery:<br />

Main engines 2 MAN type L48/60<br />

kW 9,450<br />

Speed 20.0 knots<br />

Bow thruster 2x1,100 kW<br />


eal boost to the Baltic Bridge service running<br />

from Klaipeda in Lithuania to Copenhagen<br />

and Fredericia, calling twice weekly.<br />

The Tor Corona calls Copenhagen on the<br />

way from Klaipeda to Fredericia and again<br />

on the leg from Fredericia to Klaipeda. The<br />

capacity is up about 40 per cent compared<br />

to the previous vessels on the service.<br />

This is by far the easiest<br />

way to handle trailers<br />

and lorries on board.<br />

“It is a clear signal to the market that<br />

DFDS Tor Line will serve all our customers<br />

in the best possible way”, says Christian V.<br />

Petersen, head of DFDS Tor Line’s office<br />

in Fredericia.<br />

The Baltic Bridge is a highly interesting<br />

service with a lot of potential for the<br />

future, but also a service working with a<br />

volatile market. The Russian market is still<br />

the biggest for the ro-ro service and political<br />

changes and legal steps are still kind<br />

of dark horses in the background for the<br />

exporter’s everyday work in transport and<br />

manufacturing.<br />

Four decks<br />

Tor Corona is a four-deck ro-ro vessel with<br />

direct access to all decks. There is no elevator,<br />

but it is possible to drive directly to<br />

the tank top deck, the main deck and on a<br />

special ramp to the weather deck and again<br />

from there to the upper deck.<br />

“This is by far the easiest way to handle<br />

trailers and lorries on board”, says captain<br />

Eibert Fransson. “Elevators are extremely<br />

slow, not that time is a factor on this service,<br />

but driving is much easier.”<br />

The quay access goes via two ramps.<br />

There is a main ramp to the main deck and<br />

a smaller ramp to the weather deck. On the<br />

tank top deck and the main deck the height<br />

allows cargo of up to 5.5 metres, while<br />

it is 4.7 and 4.9 on the two upper decks.<br />

Naturally the weather deck will provide<br />

an unlimited height, but the access to the<br />

deck only allows 4.9 metres.<br />

The total capacity of the ship is 3,455<br />

lane metres, which equals 230 trailers, each<br />

14 metres long. The vessel is not fitted<br />

for container handling, except for those<br />

onboard trailers or mafis.<br />

The driveways on the Tor Corona are the<br />

first to be equipped with a special asphalt<br />




The ramps aft give access to the main deck and the second deck.<br />

The special asphalt cover on the ramps prevents the lorries from skidding.<br />

The spacious main deck.<br />



The Tor Corona’s top deck.<br />

to prevent vehicles from skidding on the<br />

ramps.<br />

“The asphalt is something new instead<br />

of the previous steel net, which was welded<br />

on. The steel net had a limited time<br />

before it was worn out, but as yet we have<br />

no experience of this asphalt” says Eibert<br />

Fransson.<br />

China<br />

The Tor Corona is a product of the Chinese<br />

shipyard Jinling Shipyard in Nanjing,<br />

which delivered the previous six ro-ros for<br />

Norbulk.<br />

“I think they have done a very fine job.<br />

The Chinese have learned a lot from the<br />

last couple of years building ships for foreign<br />

accounts”, says Eibert Fransson.<br />

“Naturally there are some smaller details<br />

that aren’t really good, but it’s not on vital<br />

parts of the ship. In our mess room we have<br />

problems with chairs and tables. The very<br />

nice handmade chairs are six centimetres<br />

too low and our table is four centimetres<br />

too high, which gives a rather odd position<br />

for eating. But this is something that can<br />

be fixed rather easily by a local carpenter”,<br />

he adds.<br />

The standard of the accommodation as<br />

well as the passenger department is high<br />

with handmade leather furniture and<br />

handmade wooden cabinets. The ship has<br />

a drivers’ department with twelve single<br />

cabins with private bath and toilet. Also<br />


each cabin is equipped with a refrigerator.<br />

The passenger department also has its own<br />

mess room and dayroom with a large TV<br />

screen for the entertainment of the drivers<br />

on the crossing. The majority of the passengers<br />

on board are truck drivers from<br />

Lithuania and the Baltic states.<br />

The Tor Corona is manned with a Swedish<br />

captain and Latvian crew (at present 17<br />

persons) ranging from the Chief Engineer<br />

to the ABs hired for lashing the trailers<br />

on board (which is part of the time charter).<br />

The crew is compiled by taking some<br />

of the crew members from the Finnlines<br />

ships, which then are complemented with<br />

some new members of the crew.<br />

“I think it has gone smoothly. Some of<br />

the faces are familiar and others I’m starting<br />

to learn”, explains captain Eibert Fransson.<br />

Engine room<br />

The ship is powered by two MAN engines<br />

with an output of 9,450 kW, giving the<br />

ship a maximum speed of 20 knots, which<br />

is only needed on one of the weekly crossings.<br />

The other crossing is usually done<br />

at a lower and more fuel economical<br />

speed. At 20 knots the ship burns 75 tons<br />

of heavy fuel, while the consumption is<br />

reduced to only 31 tons at a speed of 15<br />

knots.<br />

The engine room is spacious with a lot<br />

of room for repair tasks and with good<br />

workshop facilities. The auxiliary engines<br />

in a separate, specially insulated space gives<br />

a very healthy engine room while lying in<br />

Fredericia from 6 a.m. to 9 p.m. with the<br />

main engines stopped.<br />

The ship is built to Lloyd’s Ice Class 1A<br />

and is able to sail the Baltic area in winter<br />

time, even though Klaipeda is mentioned<br />

as the only guaranteed ice free port in the<br />

Baltic area.<br />

bent mikkelsen<br />

Even though the Tor Corona is built in China, the components are mainly European.<br />


Boks Oslo<br />

First class cars deserve<br />

first class travel conditions.<br />

A VOYAGE on one of our ships will be for reasons of necessity, not for pleasure.<br />

Even so, we still do everything within our power to ensure a comfortable<br />

passage for all concerned.<br />

For us, the cars we carry are not simply vehicles. Each one is someone’s brand<br />

new car. That’s our attitude, and that’s the way the crews on our ships have<br />

been trained to think.<br />

Which is why the vehicles we carry on our ships are treated more like<br />

passengers than cars. And with us, everyone travels first class.<br />



JoACHIm SJöSTRöm<br />

Ro-Ro TECHNoLoGY<br />

Bore’s ro-ro vessel Estraden in a gale on the North Sea. Bore is one of the pioneers within ro-ro shipping and operates<br />

a fleet of 22 ships, including ro-ro vessels, car carriers, dry cargo vessels and an ice strengthened bulk carrier.<br />

Bore – New business areas<br />

complementing ro-ro<br />

When acquiring Bror Husell Chartering<br />

and Engship, the Finnish shipping<br />

company Bore was primarily looking<br />

for expansion in the ro-ro sector. As an<br />

extra bonus Bore got two interesting<br />

new business areas.<br />

Entering the fast growing market for car<br />

shipments was the primary objective<br />

when the Finnish shipping company Bore<br />

acquired the two shipping companies<br />

Bror Husell Chartering Ltd and Rederi Ab<br />

Engship in 2005 and 2006 respectively.<br />

Bror Husell Chartering had recently<br />

carried out a conversion of its ro-ro vessel<br />

Transgard, now renamed Auto Baltic, into<br />

a car carrier and entered into a long-term<br />

charter with UECC. Rederi Ab Engship<br />

had similar plans for its two sister vessels<br />

Heralden (now Auto Bay) and Serenaden<br />

(Auto Bank), and these plans were also<br />

later carried through by Bore.<br />

“Already before the acquisitions of<br />

Bror Husell Chartering and Engship we<br />

had been in contact with the UECC<br />

about car shipments, but at that time we<br />

lacked suitable vessels,” Thomas Franck,<br />

Senior Executive Vice President of Bore,<br />

explains.<br />

Bore is more than a 100-year-old shipping<br />

company and it is a part of the family-owned<br />

Rettig Group. At the end of the<br />

1970’s Bore decided to concentrate on<br />


o-ro shipping and closed down its other<br />

shipping activities, including one third<br />

in the Silja Line ferry company. Bore was<br />

the first shipping company in Finland to<br />

order a ro-ro vessel in the mid 1960’s,<br />

which makes Bore one of the ro-ro pioneers<br />

also in a European perspective.<br />

Today Bore is one of Finland’s largest<br />

privately-owned shipping companies,<br />

with a fleet of 22 vessels.<br />

New areas<br />

The acquisition of the Åland-based shipping<br />

company Bror Husell Chartering Ltd<br />

included not only two ro-ro vessels but<br />

also a business area called Contracts of<br />

Affreightment (CoA).<br />

We prefer to call<br />

the small container vessels<br />

multi-purpose vessels …<br />

“We did not have any experience at all<br />

of contract shipments with conventional<br />

cargo vessels, but we became interested<br />

in this segment as Bror Husell Chartering’s<br />

former Managing Director Jhonny<br />

Husell continued to lead this unit in our<br />

employment as our Executive Vice President<br />

Commercial,” Mr Franck says. “It is<br />

about industrial shipping, which generates<br />

much closer customer relations than when<br />

operating as a TC-actor, so we decided to<br />

go for it.”<br />

Rederi Ab Engship added further two<br />

new segments to Bore – small container<br />

feeder vessels and bulk shipments.<br />

“We prefer to call the small container<br />

vessels multi-purpose vessels as they are<br />

also employed in other types of traffic,”<br />

Mr Franck clarifies. “Indeed, we had been<br />

active in container shipping for three years<br />

through our company RML, but these vessels<br />

were sold before the company expanded.”<br />

Bore came into the container business<br />

when there was a weak market for ro-ro<br />

shipping at the beginning of the millennium.<br />

The intention was to expand within<br />

the container segment, but the booming<br />

traffic on the Baltic Sea led to strongly<br />

increasing newbuilding prices, and the<br />

intended order was never carried through.<br />

Bore sold its container vessels and acquired<br />

the two shipping companies instead.<br />

“Then suddenly we were involved in sev-<br />

PäR-HENRIk SJöSTRöm<br />

PäR-HENRIk SJöSTRöm<br />

Thomas Franck, Senior Executive Vice President of Bore, has launched a tonnage renewal<br />

program within the shipping company. He thinks that it is crucial to maintain a critical mass in<br />

the fleet.<br />

originally built for Rederi Ab Engship in 1997, Bore’s ro-ro vessel Heralden was converted into<br />

the car carrier Auto Bay in China in 2007. She is on long term charter to UECC.<br />

eral new market segments, and we had to<br />

decide what to do with them,” Mr Franck<br />

explains.<br />

Close relations<br />

The least interesting of them was the container<br />

business. Bore knew it quite well and<br />

the vessels were rather small. The increase<br />

of container feeder tonnage in the Baltic<br />

Sea increased the competition and kept the<br />

freight rates low.<br />

“Our small container vessels were not<br />

competitive enough and last autumn we<br />

Ro-Ro TECHNoLoGY<br />

sold two of them. We bought two newer<br />

dry cargo vessels for the CoA-business<br />

instead. We see growth potential within<br />

this segment, and we want to expand<br />

together with our customers,” Mr Franck<br />

says.<br />

He says that the close customer relations<br />

within CoA make it possible to develop<br />

the business in a different way than when<br />

operating on a time charter basis.<br />

“We are large enough to be able to offer<br />

our partners a variety of solutions. We<br />

are for example investigating the possible<br />


JoACHIm SJöSTRöm<br />

Ro-Ro TECHNoLoGY<br />

Bore’s dry cargo vessels employed in the contract trade (CoA) are operated from the office in<br />

mariehamn. The Nordgard is one of the four “compass-vessels” in the fleet, here pictured in<br />

the kiel Canal on a voyage from Finland with a deck cargo of sawn wood.<br />

advantages of replacing lo-lo with ro-ro to<br />

gain more optimised transport solutions<br />

for some of our customers in the CoA segment.”<br />

Mr Franck stresses the importance of a<br />

constantly ongoing renewal process of the<br />

fleet. Modern and competitive vessels are<br />

a precondition for being able to offer the<br />

right transport solutions to the customer.<br />

“The average age of the vessels in our<br />

fleet is now about 15 years. By replacing<br />

older vessels with newbuildings or newer<br />

second-hand vessels the age is going to<br />

decrease further.”<br />

A renewal of the fleet by simply selling<br />

out older vessels without replacing them is<br />

not in the line with Bore’s business idea.<br />

New situation<br />

The philosophy advocated by Mr Franck is<br />

to maintain a critical mass with a fleet of at<br />

least 20 vessels.<br />

This is a huge difference compared with<br />

the situation before the acquisitions of<br />

Bror Husell Chartering and Engship when<br />

Bore had just four ro-ro vessels.<br />

“Now we are active in many sectors but<br />

primarily focusing on ro-ro, car shipments<br />

and CoA. The bulk segment is also interesting<br />

for us as there is a limited supply of<br />

ice-strengthened tonnage. We have investigated<br />

the possibilities to order newbuildings<br />

or buy second-hand vessels, but due to<br />

the current price situation we have decided<br />

to renew the tank top on our bulk carrier<br />

Bravaden and receive a 30-year-classing for<br />

life extension.”<br />

pär-henrik sjöström<br />

e<br />

� Shipowners<br />

� Modern RoRo-projects<br />

� In-House-Management<br />

Dag Engström Rederi AB<br />

PO Box 115<br />

SE 453 23 Lysekil Sweden<br />

E-mail: dag@engstromshipping.se<br />

Tfn +46 523 18940<br />

Fax +46 523 14943<br />



Pär-Henrik SjöStröm<br />

Ro-ro<br />

Technology<br />

editor: Pär-Henrik Sjöström<br />

Growing demand for an ageing fleet 22<br />

ro-ro rules in <strong>Scandinavian</strong> short sea shipping 26<br />

Global ro-ro: Growing in niches 30<br />

Göteborg – the capital of ro-ro 32<br />

Larger and faster ships in the future 36<br />

ACL on the go with the fourth generation 40<br />

Bore + Conro = roFlex 44<br />

Polsteam expands on ferry tonnage 46<br />

FSG stands firm as ro-ro market gets tougher 48<br />

Seatruck orders four Flensburger ro-ros 52<br />

misana and misida: tailor-made but still flexible 54<br />

esbjerg – working ro-ro since the bacon revolution 58<br />

Looking for the perfect time to order 60<br />

Shortsea XML focusing the main obstacles 64<br />

nordic Ferry Service takes over more services 66<br />

Sandwich plate on kapella car deck 70


Growing demand<br />

for an ageing fl eet<br />

Growing demand, an ageing fl eet and the entry of private equity investors<br />

are signs indicating a positive future for the ro-ro industry and an accelerated<br />

newbuilding activity as soon as opportunities arrive, that is when there are<br />

shipyard slots available at affordable costs.<br />

2007 became a year when ro-ro owners<br />

experienced continuously rising time-charter<br />

rates. This was true also for the smaller<br />

ro-ros of less than 1,200 lane metres.<br />

According to shipbrokers BRS in Paris,<br />

the average time charter rate for a 900-lane<br />

metre, 14-knots ro-ro reached around EUR<br />

6,500 per day last year, while the average<br />

rate for the largest vessels, above 3,000<br />

lane metres and with a speed of 21 knots,<br />

reached circa EUR 19,500 per day.<br />

Rates are at historically high levels and<br />

so are ship prices, which can be seen in<br />

the table supplied by shipbrokers Brax<br />

<strong>Shipping</strong> in Göteborg. The activity on the<br />

second-hand market was intense for the second<br />

consecutive year with 44 sale and purchase<br />

deals registered in 2007, or 40 per cent<br />

up on 2006. According to BRS, there are<br />

mainly two causes behind this activity; the<br />

high newbuilding prices and the late delivery<br />

times for those vessels already ordered.<br />

ageing fl eet<br />

The ro-ro fl eet is ageing. After the fi rst years<br />

of the 1980s, there was a sharp drop in<br />

newbuilding orders, and new ordering did<br />

not gather speed again until the middle of<br />

the 1990s. BRS statistics show that 33 per<br />

cent of the existing fl eet of 557 vessels will<br />

be 30 years or older by the end of 2009.<br />

A glance at the current order book shows<br />

that owners are focusing at larger units,<br />

which is not surprising bearing in mind<br />

the current newbuilding prices, and there<br />

are very few orders for vessels of less than<br />

1,800 lane metres.<br />

The current upswing in rates for smaller<br />

vessels is likely caused by the general<br />

increase in demand and the lack of supply<br />

of larger units. The few orders for small roros<br />

show that this segment in the long run<br />

faces extinction, with the exception for tailor-made<br />

vessels built for routes where port<br />

capacities and fairways puts restrictions on<br />

vessels sizes.<br />

With few exceptions, as Epic <strong>Shipping</strong>’s<br />

orders last year for three ro-paxes and six<br />

ro-ros, the current order book consists of<br />

vessels ordered by liner operators.<br />

consolidation<br />

Last year was a year of consolidation in the<br />

ro-ro industry. In Northern/North-western<br />

Europe, Rederiaktiebolaget Eckerö took<br />

control of Birka Line, Cobelfret acquired<br />

Ferryways and a consortia bought Scandlines.<br />

In the latter deal, a new type of<br />

player emerged in the ro-ro market as the<br />

private equity groups Allianz Capital Partners<br />

and 3i Group bought 40 per cent each<br />

of the former Danish/German state-owned<br />

ferry operator, with the remaining 20 per<br />

cent acquired by Deutsche Seereederei.<br />

Other private equity players entering the<br />

ro-ro market were Kohlberg Kravis Roberts<br />



& Co and Marfi n Investment Group.<br />

The interest in ro-ro from these groups<br />

indicates a positive outlook for the industry.<br />

Demand is growing, but this has to be<br />

met by increased capacity at the same time<br />

as the replacement need in an ageing fl eet<br />

is growing. BRS warns that if newbuilding<br />

prices do not fall or charter rates increase<br />

substantially there might be a critical<br />

shortage of mid-sized tonnage. This could

threaten the existence and development of<br />

routes and even lead to changes to alternative<br />

transport modes.<br />

With the exception of ro-ro specialist<br />

shipyards as Flensburger Schiffbau, J. J. Sietas,<br />

Aker Yards and Jinling, the interest for<br />

building ro-ros has been lukewarm in the<br />

shipbuilding industry.<br />

A potential ordering spree may also lead<br />

to an increased interest for scrapping and<br />

recycling of old ro-ro vessels, a business<br />

that has been rather rare in recent history.<br />

”We know that this is coming, the question<br />

is when”, says Martin Kärrhage at Brax<br />

<strong>Shipping</strong>.<br />

Intense ordering<br />

2007 was an intense ordering year in the<br />

car carrier business. According to shipbrokers<br />

Plateau 120 PCTS were ordered, up by<br />


80 compared to 2006. The current order<br />

book stands at 50 per cent of the existing<br />

fl eet. The fl eet grew by 10 per cent last<br />

year, with demand growing by 11–12 per<br />

cent. Plateau estimates that the coming two<br />

years will see capacity increases by 13 per<br />

cent and 16 per cent respectively.<br />

rolf p nilsson<br />

Tables on ro-ro orders and S&P on next page ><br />



ro-ro on orDer<br />

lm no. of vessels Yard owner price/vessel Delivery date<br />

500 2 Singapore Techno Hoegh and Louis Dreyfus May 08–Dec 08<br />

525 2 Bharati Sea-Cargo MUSD 14.4 Jan 08–Feb 08<br />

525 2 Bharati Nor Lines AS MUSD 14.4 Jun 08–Oct 08<br />

690 6 Larsen & Toubro RollDock MUSD 24.5 Dec 07–May 10<br />

1,140 2 Bharati Sea-Cargo MUSD 21.7 09<br />

1,290 1 Khersonskyi Reserved Capital Ent Corp 07<br />

1,830 4 Ast. Huelva Seatruck Ferries MEUR 30.0 Dec 07–Oct 08<br />

2,150 1 J. J. Sietas Godby <strong>Shipping</strong> Dec 07–Mar 08<br />

2,200 5 Hyundai Mipo Grimaldi Group MEUR 50.0 Mar 10–11<br />

2,604 4 Flensburger Cobelfret Dec 08–July 09<br />

2,900 2 Flensburger Bore Shipowners MEUR 50.0 May 11–Aug 11<br />

2,907 2 Flensburger Cobelfret Nov 10–Feb 11<br />

2,963 2 Szczecisnka Spliethoff MUSD 50.0 Apr 08–aug 08<br />

2,963 2 Szczecisnka Spliethoff Feb 09–july 09<br />

3,178 2 Jinling Shipyard Macoma <strong>Shipping</strong> MUSD 50.0 Dec 07–Mar 08<br />

3,178 2 Jinling Shipyard Macoma <strong>Shipping</strong> Aug 08–Oct 08<br />

3,245 6 Jinling Shipyard Finnlines MEUR 40.0 10–11<br />

3,500 3 Navantia Acciano Transmed. Nov 08–May 10<br />

3,663 6 Odense Epic <strong>Shipping</strong> Apr 09–Apr 10<br />

3,726 2 Flensburger UN Ro-Ro MEUR 56.0 Sep 08–Dec 08<br />

3,735 2 Flensburger UN Ro-Ro Mar 09–July 10<br />

3,900 6 Hyundai Mipo Grimaldi Group Feb 10–11<br />

4,000 7 Uljanik Grimaldi Group MUSD 70.0 Aug 08–10<br />

Some recent ro-ro Sale & purchaSe<br />

Source: Brax <strong>Shipping</strong><br />

lm name owner new owner price Date<br />

360 Condock I Navcon <strong>Shipping</strong> Glenn Defence Marine Feb 08<br />

475 Kalliroi Pilot <strong>Shipping</strong> Undisclosed buyers Apr 08<br />

600 Rotorua Ruby Maritime Atlantic Transport Nav Apr 08<br />

600 Atlantic Trader Ivan <strong>Shipping</strong> MUSD 10.7 Mar 08<br />

800 Lygra Sand <strong>Shipping</strong> Lithuanian buyer MEUR 2.5 Mar 08<br />

870 Cimarron Southern Star <strong>Shipping</strong> Apr 08<br />

900 Caribbean Dignity Tualo <strong>Shipping</strong> Levantia Trasporti MEUR 6.0 Feb 08<br />

1,030 Marin Attica Holding Marfret MEUR 8.5 Feb 08<br />

1,057 Challenge Attica Holdings Seatruck ferries MEUR 17.4 Feb 08<br />

1,184 Sea Angel Mediterranean CC Undisclosed buyers Apr 08<br />

1,200 Esprit Doil Steamship Grendi MUSD 5.5 Mar 08<br />

1,212 Nordia Attica Holding Marfret MEUR 10.3 Apr 08<br />

1,325 Humber Way RoRoCo Dutch byers MEUR 2.0 Feb 08<br />

1,057 Shield Attica Holding Seatruck Ferries MEUR 17.4 Feb 08<br />

1,497 Andalucia Express Oldenburg Portugiesische Sun Marine Feb 08<br />

1,272 Merchant Bravery & Merchant Brilliant ADG Shipmanagement Phonix Logistics Jan 08<br />

1,272 Merchant Brilliant ADG Shipmanagement Phonix Logistics Jan 08<br />

1,650 Sikkeborg Dannebrog rederi Hellenic Seaways Nov 07<br />

1,810 Global Africa Global Transporte Nordana MUSD 10.0 Jan 07<br />

1,891 Finnhawk & Finnkraft Macoma <strong>Shipping</strong> Finnlines Apr 08<br />

1,950 El Greco Acciona Transmediterranea P&O Ferries MEUR 54.0 Sep 07<br />

2,389 Repubblica Di Genova Grimaldi Group Undisclosed buyers MEUR 13.5 Feb 08<br />

2,389 Repubblica Di Genova Insurers Mar 08<br />

2,681 Finnmill & Finnpulp Macoma <strong>Shipping</strong> Finnlines Apr 08<br />

3,000 Carmania Express Carmania <strong>Shipping</strong> Grimaldi MUSD 13.7 Sep 07<br />

3,058 Lubeck Link & Malmö Link Finnlines EU buyers MEUR 15.0 Jun 07<br />

Source: Brax <strong>Shipping</strong><br />


First Class bulk carriers: a new perspective<br />

Germanischer Lloyd Aktiengesellschaft<br />

Vorsetzen 35 · 20459 Hamburg , Germany<br />

Phone +49 40 36149-0 · Fax +49 40 36149-200<br />

headoffice@gl-group.com · www.gl-group.com<br />

bulkers<br />

At Germanischer Lloyd we focus on detailed structural solutions for bulk carriers. Our smart<br />

solutions ensure our customers can operate fit-for-purpose vessels. That’s what we call a<br />

new perspective on bulk carriers. Why not contact us to find out how you can benefit?

Ro-Ro TECHNoLoGY<br />

Ro-ro rules<br />

in <strong>Scandinavian</strong><br />

short sea shipping<br />

A considerable part of the cargo<br />

shipments between Scandinavia<br />

and the rest of Northern Europe are<br />

handled with ro-ro ships of various<br />

types.<br />

The lion’s share of the general cargo transported<br />

at sea between the North European<br />

countries is carried on ro-ro vessels and<br />

ferries. In short sea traffic the flexibility of<br />

the road trailer and the lorry has proved to<br />

be the ideal solution for especially highvalued<br />

goods. Export products such as forest<br />

products and paper are also to a great<br />

extent carried on ro-ro vessels.<br />

In the short sea segment ro-ro shipments<br />

have maintained their strong position<br />

despite the expansion of the container<br />

traffic. In Northern European short sea<br />

shipping the container is indeed widely<br />

in use, but this traffic is to a great extent<br />

feeder traffic from and to the large ports<br />

with direct liner connections to overseas<br />

destinations.<br />

Passengers and cargo<br />

Car carriers, ro-pax ships, ferries and ro-ro<br />

vessels – there are several different types of<br />

vessels utilising the roll-on/roll-off cargo<br />

handling concept in the short sea shipping<br />

segment. The car and passenger ferries<br />

employed in the extensive network of regular<br />

ferry services in Northern Europe are<br />

not just carriers of passengers.<br />

They also form the floating bridges of<br />

the inter-European road transport system.<br />

Due to the usually rather short stays<br />

in port, mainly trucks and to some extent<br />

road trailers are carried on the passenger/<br />

car ferries.<br />

A considerable part of the ro-pax fleet is<br />

employed on relatively short routes, too,<br />

enabling either a single or a round trip a<br />

day. The mix of cargo is also quite similar<br />

to that carried on conventional car/passenger<br />

ferries with emphasis on lorries. On<br />

the longer ferry routes, where the tonnage<br />

mostly consists of ro-pax ferries with large<br />

cargo capacity, the cargo tends to be more<br />

mixed. It includes lorries and road trailers<br />

but also goods on typical ro-ro cargo units<br />

such as mafi-trailers and cassettes.<br />

On some routes with exceptional cargo<br />

flow the fleet of ferries may be completed<br />

with ro-ro vessels for cargo only. But on<br />

most routes the most successful concept<br />

has turned out to be a combination of<br />

passengers and cargo vehicles in various<br />


JoACHIm SJöSTRöm<br />

proportions. In general terms the relative<br />

importance of the passenger traffic of a<br />

ferry route tends to decrease with the distance.<br />

Cargo only<br />

Pure cargo liner services with ro-ro vessels<br />

usually span longer distances than the traditional<br />

ferry routes. The operations are<br />

focused on carrying road trailers, cassettes<br />

and mafis.<br />

The majority of vessels employed are<br />

pure freighters with a maximum passenger<br />

capacity for twelve drivers. The strong<br />

position of the ro-ro vessel in the Nordic<br />

transport network is hard to disturb. Ro-ro<br />

vessels cost less to build than ro-pax ves-

Deep sea and feeder car carriers and short sea ro-ro vessels in the port of Bremerhaven. Bremerhaven is one of<br />

the main car ports in Northern Europe.<br />

sels, and in general they are also less costly<br />

to operate. This makes them the ideal carriers<br />

for the bulk of the general cargo flow in<br />

an economical way.<br />

Compared with a typical ferry or ro-pax,<br />

the cargo mix is different. Most of the cargo<br />

is carried on cargo units such as mafi<br />

trailers, road trailers and cassettes. Containers<br />

are also carried on ro-ro vessels, but<br />

normally in the holds on mafis. There are<br />

also ro-ro vessels designed for carrying containers<br />

on deck.<br />

Ro-ro vessels form the backbone of the<br />

transport capacity employed by the Nordic<br />

forest industry. Most of the routes run from<br />

ports in Finland or the Swedish Norrlandcoast<br />

to the Continent and the UK. These<br />

services have usually evolved from the forest<br />

industries’ own system shipments in the<br />

1980’s. Now there are common carriers,<br />

taking at least external cargo on the return<br />

leg.<br />

The car shipments form a chapter of their<br />

own. Pure car carriers have their own trades<br />

and the European traffic is mainly handled<br />

by car feeder ships, distributing cars from<br />

the central ports to the local markets.<br />

These vessels do not usually carry any<br />

return cargoes from Scandinavia and the<br />

Baltic Sea area. But there are also large volumes<br />

of cars shipped on regular ro-ro liner<br />

services.<br />

This has turned out to be a successful<br />

way to employ the fleet of ro-ro vessels on<br />

Ro-Ro TECHNoLoGY<br />

their return voyages to Finland or Sweden,<br />

thus improving the balance in an exportoriented<br />

traffic.<br />

Three main areas<br />

In Northern Europe the ro-ro liner services<br />

employing vessels with a max twelve-driver-capacity<br />

are located to a few areas. There<br />

are three large traffic systems in Northern<br />

Europe, to which most of the ro-ro services<br />

of the region are concentrated.<br />

The longest of these traffic lanes,<br />

employing a large number of ice-strengthened<br />

ro-ro ships, runs between the Baltic<br />

Sea and the North Sea. The Baltic Sea ferry<br />

services are mainly operated across the<br />

Baltic Sea, connecting a port on one shore<br />


JoACHIm SJöSTRöm<br />

Ro-Ro TECHNoLoGY<br />

many of the ro-ro vessels leaving Finland or Sweden for the Continent and the UK are fully<br />

loaded with paper reels and other forest products.<br />

with a port on the opposite shore. The roro<br />

services run in a direction along the Baltic<br />

Sea. The traffic relies heavily on Finnish<br />

and Swedish shipments, but some vessels<br />

also call Estonian ports. Ports in Sweden<br />

and especially in Finland have highly frequent<br />

sailings to a number of ports on the<br />

Continent and the UK. In the course of<br />

the years there has been a concentration<br />

at both ends. Some of the most important<br />

ports in the ro-ro liner network are<br />

Rostock, Travemünde/Lübeck, Kiel, Cuxhaven,<br />

Bremerhaven, Antwerp, Terneuzen,<br />

Zeebrügge, Tilbury, Felixstowe and Hull.<br />

There are also ro-ro services connecting<br />

the Baltic states with Sweden and Denmark,<br />

but ro-pax vessels are employed on<br />

most of these routes. The central area for<br />

Western <strong>Scandinavian</strong> ro-ro shipments is<br />

the North Sea. From Sweden, Denmark<br />

and Norway there are several high-frequency<br />

ro-ro routes to the Continent and the<br />

UK. The heaviest cargo flows are concentrated<br />

to the ports of Immingham, Harwich,<br />

Tilbury, Zeebrügge and Ghent. These<br />

are in general fast ro-ro services, providing<br />

a more attractive alternative for direct shipments<br />

than long road haulage.<br />

The third main area with concentrations<br />

of ro-ro services are the British Isles, with<br />

several routes between England and the<br />

Continent. However, the ferry routes dominate<br />

the scene, including services across<br />

the Irish Sea and the English Channel.<br />

Different patterns<br />

In 2006 some 46 million tons of cargo were<br />

carried in ro-ro units to and from Swedish<br />

ports.<br />

This counts for 26 per cent of the total<br />

JoACHIm SJöSTRöm<br />

amount of cargo (180 million tons) handled<br />

in Swedish ports. The figure includes trailers,<br />

trucks, mafi trailers, cassettes, railway<br />

wagons etc. As a matter of fact the share of<br />

goods carried by ro-ro vessels is even larger<br />

as certain quantities of forest products –<br />

mainly paper – are carried on ro-ro vessels<br />

but stowed directly in the holds without<br />

cargo units (sto-ro). Containers may also<br />

be handled lo-lo on the weather deck on<br />

some ro-ro vessels.<br />

The volume of cargo loaded in ro-ro<br />

units was more than three times larger<br />

in Swedish ports than the cargo shipped<br />

in containers, which totalled 9.2 million<br />

tons.<br />

In Finnish ports ro-ro vessels loaded and<br />

discharged 17.9 million tons of cargo, and<br />

ferries 7.2 million tons of cargo in traffic to<br />

and from foreign ports in 2006. The total<br />

volume of goods handled in foreign traffic<br />

in Finnish ports was 99.2 million tons that<br />

year. This indicates that also in Finland the<br />

ferries and the ro-ro vessels count for at<br />

least a quarter of all carried goods.<br />

11.9 million tons of cargo was shipped<br />

in containers through Finnish ports, and a<br />

considerable part was carried on ro-ro vessels.<br />

The Finnish statistics include some 1.6<br />

million tons of general cargo transited further<br />

to Russia. This volume mainly consists<br />

of containerized goods and new cars.<br />

In Norway the share of ro-ro traffic in<br />

the ports is considerably smaller. Of the<br />

total of 181 million tons of cargo in 2006,<br />

7.3 million was ro-ro related, which corresponds<br />

to 3 per cent of the total amount of<br />

cargo. Of all general cargo handled in the<br />

Norwegian ports in 2006 only 25 per cent<br />

was ro-ro cargo and 17 per cent containerized.<br />

The statistics show that at least in Sweden<br />

and Finland ro-ro shipments form the<br />

bulk of the short sea traffic with general<br />

cargo. The volume of containers is indeed<br />

growing, but containers are mainly used<br />

as cargo units in overseas traffic even if<br />

they are fed by vessels in short sea traffic.<br />

An exception are of course the containers<br />

loaded and discharged in Gothenburg and<br />

Århus, which both have direct liner traffic<br />

to overseas destinations.<br />

pär-henrik sjöström<br />

Spliethoff’s new series of ro-ro vessels designed for Transfennica’s traffic are also container<br />

carriers. The picture shows the Kraftca during a transit through the Kiel Canal.<br />



Global ro-ro:<br />

Growing in niches<br />

The concept of large combined ro-ro<br />

and container carriers has lost ground<br />

in the transoceanic liner services over<br />

the last ten year.<br />

The reason is obvious: The development<br />

of large-scale container systems that has<br />

radically lowered transport cost and transit<br />

time. This does not mean that ro-ro has<br />

lost ground in the deepsea trades – quite<br />

on the contrary – but it has responded and<br />

targeted the market for which it is supremely<br />

efficient: Wheel-based and non-containerized<br />

cargo.<br />

In terms of volume, the market for rolling<br />

stock – from cars (new and secondhand)<br />

to “high & heavy” machinery – has<br />

been growing briskly over the last years,<br />

resulting in a shortage of car carriers. Cars<br />

have become more important as basic cargo<br />

for the ro-ro services, much because of<br />

the growing diversification of production<br />

sites and transport flow. Also, areas like<br />

Eastern Europe, Latin America and Africa<br />

have seen strong growth in terms of car<br />

imports. True, most of the cars are taken by<br />

pure car/truck carriers like Eukor, K-Line,<br />

Mitsui-OSK, Höegh Autoliners et cetera,<br />

but car volumes have become very important<br />

to liner operations like Wallenius Wilhelmsen<br />

Logistics and Grimaldi Lines.<br />

The concept of combined ro-ro and container<br />

services like the Atlantic Container<br />

Lines (ACL) across the North Atlantic has<br />

become more of a niche operation, still<br />

basically operating its six G3 ships dating<br />

from 1984/85.<br />

A refined business model<br />

Ten years ago, Wilh Wilhelmsen, Grimaldi<br />

and ACL were all operating combined roro<br />

container carriers in their respective net-<br />


The Tamesis<br />

in Sydney.<br />

works. They had all arrived at the concept<br />

of large ro-ro vessels with quarter ramp and<br />

container capacity on the weather deck.<br />

Designed capacity for containers below<br />

deck could, however, never compete with<br />

lo-lo handling for economic reasons.<br />

Wilhelmsen has since decided to abandon<br />

containers altogether. This happened<br />

in 1997 with the decision to go for an<br />

enclosed ro-ro liner with container deck<br />

and in 2003 by the decision to use the container<br />

capacity in its older vessels for car<br />

decks.<br />

The reason? Because Wilhelmsen decid-<br />

The Talisman.<br />

ed to focus on non-containerized cargo<br />

over the ro-ro ramp rather than compete<br />

for containerized cargo with container<br />

operators with ultra-large vessels. The decision<br />

was largely decreed by the integration<br />

of the traditional liner services with car<br />

transportation from 1995, and paved the<br />

way for Wallenius Wilhelmsen Lines in<br />

1999.<br />

The market for wheel-based cargo has<br />

also developed over the years, with all sorts<br />

of heavy vehicles, agricultural machines,<br />

railway equipment, batches of secondhand<br />

cars, in addition to contracts for new<br />

cars with the auto industry. Today Wallenius<br />

Wilhelmsen Logistics is a dedicated<br />

carrier for non-containerized cargo: Cars,<br />

“high & heavy” vehicles, project cargo and<br />

various breakbulk cargo which do not fit<br />

into a container but may be stowed on<br />

mafi trailers or bolsters. For WWL, it is a<br />

refined business model to go for the more<br />

lucrative end of the market.<br />

Expanding Grimaldi<br />

The Grimaldi Group of Genoa has its<br />

stronghold in the Atlantic, with services<br />

from Northern Europe to the Mediterranean,<br />

West Africa and South America,<br />

and from the Mediterranean across to<br />

South America. In addition, Grimaldi has<br />

acquired ACL operating between Northern<br />

Europe and the US Atlantic coast.<br />

Grimaldi has decided on two main<br />

designs: The enclosed ro-ro vessel looking<br />

much like a car carrier, and a combined vessel<br />

with container capacity on the weather<br />

deck. Ten combined ships have been built<br />


to the Grande Africa-design in 1998–2004,<br />

of 214 meters with capacity for 2,500 car<br />

units and 800 TEU and cargo ramp for<br />

250 tons. But also enclosed ships like the<br />

Repubblica del Brasile-class offer container<br />

capacity, in this case on the weather deck<br />

aft.<br />

These ships have been designed to meet<br />

the requirements on the South American<br />

services. However, competition from container<br />

carriers must sooner or later present<br />

Grimaldi with the same challenge as Wilhelmsen<br />

met ten years ago in its service to<br />

Australia. Grimaldi’s building programme<br />

clearly points to an emphasis on enclosed<br />

vessels and pure car/truck carriers, with<br />

ships of the Grande Napoli-design for<br />

5,380 car units and no containers.<br />

Robust ro-ro services<br />

The transoceanic ro-ro services appears<br />

stronger than ever, judging from the cargo<br />

volumes carried across the world. But the<br />

advent of the large container systems has<br />

eroded the idea of combined ro-ro container<br />

services and led the carriers to focus<br />

on the part of the market with the highest<br />

gains.<br />

This also testifies to the maturing of the<br />

cargo market, with the tremendous growth<br />

of containers as the most conspicuous,<br />

but also with larger and more diverse noncontainerized<br />

volumes. The question is,<br />

of course, whether other car carriers will<br />

follow Wallenius Wilhelmsen’s broader<br />

logistic emphasis in the future and create<br />

genuine global ro-ro bridges?<br />

dag bakka jr<br />




The Paralla was the first true ro-ro and was copied many times.<br />

Göteborg –<br />

the capital of ro-ro<br />

Göteborg has been called the ro-ro<br />

capital and the city has a long<br />

tradition in this section of shipping.<br />

“I think we must go back to the<br />

old Transatlantic in Göteborg and<br />

Wilhelmsen in Oslo, which decided to<br />

develop the traditional ro-ro vessels<br />

that just had a hole in the stern and<br />

equip them with a large ramp. This<br />

was in the late 1960s”, says Erkki<br />

Persson, former head of both shipyards<br />

and cargo equipment companies.<br />

The development of ro-ro technology<br />

is parallel with that of the container and<br />

Erkki Persson has his own theory on why<br />

ro-ro technology has been developed in<br />

Göteborg and the Nordic countries.<br />

“When American Sealand first started<br />

to take the containers out on the deep sea,<br />

the Norwegians were very sceptical, and<br />

my very personal speculation is that this<br />

Norwegian scepticism has driven the development<br />

of ro-ro technology”, says Erkki<br />

Persson.<br />

100 services per week<br />

The technology development is very much<br />

concentrated to Göteborg. The Port of<br />

Göteborg has naturally been a strong partner<br />

in ro-ro development. Today the port<br />

has more than 100 ro-ro-services, both<br />

short sea and overseas, each week. There<br />

are, and have been, a number of companies<br />

in the city that have driven the development.<br />

Today both MacGregor and TTS have<br />

their cargo handling division headquarters<br />

in the city. Both companies, with their<br />

respective predecessors, are responsible for<br />

many ro-ro solutions such as ramps, link<br />

spans, hoistable decks and others, both onboard<br />

ships and on-shore in harbours and<br />

ports around the world.<br />

MacGregor nowadays incorporates what<br />

was once Associated Cargo Gear, which later<br />

became Navire Cargo Gear, a company<br />

created out of the Eriksberg, Götaverken<br />

and Kockums shipyards’ hatch cover<br />

departments and its Managing Director<br />

was Erkki Persson.<br />

“In hindsight this company was really<br />

the first sign of the coming crisis for the<br />

Swedish shipyard industry, because the<br />


cooperation between the three shipyards<br />

was a demand from the government if it<br />

was to give the shipyards any subsidies. But<br />

still, before MacGregor made their patent<br />

infringement and sold their first stern quarter<br />

ramp, we had already sold and delivered<br />

42 such ramps.”<br />

The first true ro-ro vessel<br />

The first of those 42 ramps was delivered<br />

and installed on the first true ro-ro vessel,<br />

the Paralla, built at Eriksberg Mekaniska<br />

verkstad in 1971, and she was soon copied<br />

and had vessels just like her sailing all<br />

the way down in to Australia. The quarter<br />

ramp is designed with an angle that makes<br />

it possible to lower the ramp on to a quay<br />

that is parallel to the vessel’s port side.<br />

“Up until today I think somewhere<br />

between 120 and 130 Paralla ramps have<br />

been delivered”, says Pelle Fagerlund, the<br />

man who was in charge of the design and<br />

construction of the ramp and later for 17<br />

years Technical Director at the old Transatlantic.<br />

“In the process of delivering the ramp to<br />

the Paralla there was a company takeover<br />

in which there was an agreement that all<br />

flaws and alterations to the ramp were to be<br />

corrected at the expense of the old owners.<br />

This meant that I could correct every little<br />

thing and deliver a product completely free<br />

from faults”, says Pelle Fagerlund.<br />

The Boogabilla class<br />

Of course that is a good way to make a<br />

name for a new product. The ro-ro concept<br />

gained acceptance and with the Boogabilla<br />

delivered from Mitsubishi Heavy Industries<br />

in Nagasaki in 1978, the Jumbo ramp<br />

was introduced and represented in a way<br />

the next step in the development.<br />

“I think the Boogabilla class today consists<br />

of around 60 vessels”, says Pelle Fagerlund<br />

and continues:<br />

“Parallelly with this development, Tor<br />

Line developed the short-sea ro-ro, especially<br />

with their traffic on England, and<br />

of course Stena designed and built a large<br />

number of ro-ro vessels with their Searunner<br />

class and then the Forerunner class,<br />

and they have continued to develop both<br />

ro-ros and ro-pax vessels, with their highspeed<br />

vessels as a sort of extreme”, says<br />

Pelle Fagerlund, who has been involved<br />

in the design of all three of Atlantic Container<br />

Lines’ generations of ro-ro vessels<br />

and even though he is supposedly retired<br />

he is currently involved in designing the<br />


fourth generation of ACL vessels through<br />

his own company Globtech which shares<br />

office space with TTS.<br />

According to Pelle Fagerlund, TTS made<br />

its way into the ro-ro industry when Navire<br />

Cargo Gear and MacGregor, after some<br />

turbulence, became one company and<br />

thereby totally dominant in the world market<br />

for ro-ro equipment.<br />

“I think it was particularly Wallenius<br />

who did not like this and they made German<br />

Kvaerner, who had already designed<br />

some ships’ equipment, enter the ro-ro<br />

segment. Kvaerner was later bought by<br />

Norwegian TTS and they have continued<br />


With the Boogabilla, built 1978, the Jumbo ramp was introduced and the ship represented an<br />

important step in the ro-ro development.<br />

to buy companies and now there are both<br />

TTS Ports Equipment and TTS Cargo Gear<br />

in Göteborg.”<br />

TTS and MacGregor, with their ro-ro<br />

oriented divisions in Göteborg, are not<br />

only large players in the world market for<br />

ro-ro equipment, they are also world leaders.<br />

“Yes, MacGregor and TTS absolutely<br />

dominate the world market for this type of<br />

equipment”, says Pelle Fagerlund.<br />

Straight lanes<br />

In the 1990s another large step in ro-ro<br />

development was taken with a series of ves-<br />



The Boogabilla in 1982 with the eye-catching Jumbo ramp.<br />

sels designed for traffic with paper from<br />

Stora Enso’s paper mills in northern Sweden<br />

and Finland.<br />

“These vessels have absolutely straight<br />

lanes throughout the whole vessel, not just<br />

almost straight lanes as all previous vessels<br />

have.”<br />

Straight lanes means easy access and<br />

easy access means quicker loading and dis-<br />

charge, which in turn means shortening the<br />

time it takes to turn the vessel in the port.<br />

The Wagenborg vessels in the Stora Enso<br />

trade can be turned, discharged and loaded<br />

again in four hours theoretically, something<br />

that could never have been done if<br />

the cargo had been containerised.<br />

The quick loading and discharging is<br />

made possible with ramps, or link spans as<br />

they are often called, in the port. We are<br />

used to seeing these ramps in the ports,<br />

especially around ferries, but from the<br />

beginning stern quarter ramps were developed<br />

so the quays would not need the<br />

alterations they previously had to enable<br />

rolling on and off of the cargo. But the<br />

development of ro-ro technology has made<br />

its way onto the quayside and today vessels<br />

and ports equipment are often integrated<br />

into an effective system.<br />

More short sea ro-ro in the future<br />

In the future Pelle Fagerlund sees a large<br />

potential for more short sea ro-ro vessels,<br />

as well as their competitors, the container<br />

feeders.<br />

“I think we need both. On the routes<br />

from, say, Scandinavia and the Baltic<br />

region down to the continent where the<br />

distance is short, the turning time in port is<br />

essential and the ro-ro vessel is unbeatable,<br />

but on the routes down to the southern<br />

parts of Europe and the Mediterranean a<br />

few hours in port does not matter and the<br />

container feeder vessel is more economical<br />

with its higher cargo capacity.”<br />

fredrik davidsson<br />

Think of us when you are<br />

planning clean ships<br />

Co-operation between MacGREGOR, shipowners and shipyards<br />

lies behind the development of electric-drive car decks, and over<br />

75,000 m² of this type has already been ordered. Compared with<br />

hydraulic-drive versions, advantages include simplified installation<br />

and reduced maintenance costs as well as elimination of oil<br />

leakage.<br />

Environmentally-friendly cargo access equipment is both<br />

economical, and competitive.<br />

See us at stand D15 at the RoRo 2008 exhibition in Svenska<br />

Mässan, Gothenburg between 20 - 22 May – where we can<br />

explain more.<br />

Profit from our experience<br />

www.macgregor-group.com<br />

MacGREGOR is part of Cargotec Corporation<br />


Congratulations!<br />

DNV congratulates Color Line with SuperSpeed 1.<br />

DNV serving the Maritime Industry<br />

www.dnv.com<br />

It’s about leadership.<br />

Color Line’s new ferry for fast transportation with the highest standards to safety and comfort for passengers,<br />

crew and vessel.<br />

DNV is proud to have played a role in creating the SuperSpeed 1 ferry which has been built according to the<br />

following class notations ✠1A1 ICE-1B Car Ferry A MCDK COMF-V(2) E0 F-M NAUT-OC CLEAN VIBR<br />


Photo: Color Line AS

STENA Ro-Ro Ro-Ro TECHNoLoGY<br />

The two new Stena Line ferries for the Hoek van Holland–Harwich route, shown here to the public for the very first time,<br />

that will be delivered in 2010 provide added facilities for the passengers compared to the ferries of today.<br />

Larger and faster ships<br />

in the future<br />

The ro-ro and ro-pax vessels of the future will probably, at least to a large<br />

extent, look more or less like the vessels of today. However, as the vessels will<br />

be either purpose built for a designated market or more generally for the open<br />

market, the design will vary slightly. The speed will likely be a few knots above<br />

20 and the vessels will be larger than today.<br />

In a ro-ro vessel built for trailer handling<br />

only, there will be no need for extra height<br />

in the cargo space. If the vessel, on the<br />

other hand, is intended for a more flexible<br />

market it must be able to handle cargo of<br />

the most varying sizes and weights.<br />

The heights of the cargo space and access<br />

to the different levels might therefore be of<br />

crucial importance. The six new buildings<br />

for Finnlines being built in China will have<br />

a free height on main deck of seven metres<br />

and will have two levels of hoistable car<br />

decks. This arrangement provides a wide<br />

range of solutions and possibilities.<br />

“If all the decks are being used”, says<br />

Christer Bruzelius, Finnlines Shipmanagement<br />

in Malmö, “the vessels will have<br />

3,240 trailer lane metres and be able to<br />

load 900 cars in three layers. With a speed<br />

of 21 knots, the vessels will be able to make<br />

a round trip between Antwerp, the large<br />

European hub for new cars, and the Baltic<br />

Sea within one week.”<br />

A couple of years ago this size was<br />

looked upon as a large ro-ro vessel, but<br />

today it must be considered a medium size<br />

vessel.<br />


The largest growing market and economy<br />

in the Baltic region is Russia. And as<br />

long as the prices of oil and gas continue<br />

to be high, the Russian market will be in<br />

need of cars as well as all kinds of technology<br />

and the whole spectrum of consumer<br />

goods.<br />

As the market for passengers with cars<br />

is growing constantly, this type of vessel,<br />

or rather its passengers demand more and<br />

more and the concept and features of ropax<br />

vessels need to be upgraded so that<br />

they provide added facilities for the guests.<br />

The passengers of today want to have an<br />

experience while travelling and not, as the<br />

case was a couple of years ago, just be provided<br />

with transportation from one port to<br />

another as fast as possible.<br />

In an attempt to comply with this, Stena<br />

Line is currently building two new ferries<br />

for the Hoek van Holland-Harwich route.<br />

The two vessels are being built in Germany<br />

and will both be delivered in 2010. The<br />

capacity will be 1,200 passengers and 5,500<br />

lane metres.<br />

To reach scale economies, it will be even<br />

more important in the future to load as<br />

much cargo as possible on as few keels as<br />

possible. According to Christer Schoug at<br />

Stena Ro-Ro, the increasing price of fuel in<br />

combination with expected fees that will<br />

be charged on the use of fossil fuel and,<br />

not to forget, the shortage of skilled crews,<br />

will enforce the need for larger vessels and<br />

even more effective cargo handling. I.e. a<br />

smaller number of vessels of larger size and<br />

vessels with a minimum of fuel consumption<br />

will most likely be the ideal combination<br />

for the future on most routes.<br />

Many vessels on order<br />

It seems though, that the high and still constantly<br />

rising prices of newbuildings will<br />

limit the number of orders for new vessels<br />

and elongation and conversion of existing<br />

vessels will be even more common in the<br />

foreseeable future, at least while waiting for<br />

the newbuilding yards price levels to drop.<br />

On 1 April, approximately 150 ro-ro<br />

vessels were on order for delivery by July<br />

2012. 150 vessels correspond to almost 30<br />

per cent of the existing fleet and are an all<br />

time high.<br />

The Motorways of the Seas concept<br />

will probably be developed further in an<br />

attempt to shift at least a proportion of the<br />

cargo from the roads to sea.<br />

Several operators are convinced that<br />

the Huckepack handling, trailers on train,<br />

STENA Ro-Ro<br />

More effective cargo handling will be important in the future.<br />

will increase as a natural and environment<br />

friendly part in the transport chain.<br />

The feeder traffic of containers might be a<br />

future threat to ro-ro activities on shorter<br />

routes.<br />

Energy management<br />

Disregarding type of vessel, ro-ro or ro-pax,<br />

energy management is a prestige word of<br />

today and probably even more of tomorrow.<br />

A lot of fuel, emissions and money<br />

are saved and, surprisingly to many, even<br />

large investments have a remarkably short<br />

payback time. Investments regarded as<br />

unrealistic only a few years ago nowadays<br />

prove to be of utmost interest.<br />

One objective, seemingly obvious, is to<br />

close down/switch off as much as possible<br />

on board and only use the energy that is<br />

really needed. This can, for instance, be<br />

done with the help of frequency controlled<br />

pumps, by modified propeller blades<br />

optimized for the route, by only using the<br />

ventilation in cargo spaces and accommodation<br />

when really needed, by changing<br />

the fluorescent tubes to low energy fittings<br />

etcetera.<br />

The shape of the hull has always been a<br />

natural issue of interest for the naval architects,<br />

but nowadays this issue is being even<br />

further developed and is unambiguously<br />

contributing to better operating economy.<br />

The draught has not altered much and is<br />

still around seven metres for the vessels<br />

in the Baltic, but is a route-to-route issue<br />

without any real fixed figure. Today the<br />

Ro-Ro TECHNoLoGY<br />

underwater body is being tested and in all<br />

respects being dealt with in a far more serious<br />

way than ever before, not least the aft<br />

part. We have seen new shapes and angles<br />

on the propeller blades of conventional<br />

plants and totally new propeller arrangements<br />

have recently been introduced on<br />

the market.<br />

The machinery<br />

<strong>Shipping</strong> has always been a rather conservative<br />

business and there are still players<br />

in the shipping industry that find it hard<br />

to accept Pod-propellers and other state of<br />

the art solutions, even though vessels with<br />

the Pod-system provide better manoeuvrability<br />

and leave more available space in the<br />

engine room – allowing, in some cases, further<br />

cargo space.<br />

The goal is, of course, to create a hull<br />

as slim and slender as it reasonably can be<br />

to get a vessel with low fuel oil consumption<br />

at high speed. But vessels are not built<br />

mainly for low fuel oil consumption but<br />

for carrying cargo. A trustworthy buoyancy<br />

and deadweight are essential.<br />

On smaller and medium size ro-ro and<br />

ro-pax vessels with conventional propulsion<br />

machinery, there is generally more<br />

than one main engine. Most of the ships<br />

in the Stena Ro-Ro fleet have four main<br />

engines, two propellers and two rudders<br />

and with a constellation like that it is rather<br />

easy to optimize the output.<br />

On much larger and ocean going vessels,<br />

however, it is more common to use one two-<br />


Ro-Ro TECHNoLoGY<br />

The Nordlink, on the Malmö–Travemünde route, was delivered from Fincantieri in 2007. She<br />

has a capacity of 500 passengers and 4,200 lanemetres.<br />

stroke engine for the propulsion machinery.<br />

On the four new generation ro-ro carriers<br />

that Wilh. Wilhelmsen and Wallenius Line<br />

will have built in Japan for delivery in 2011<br />

and 2012, a main engine developing 22,890<br />

kW will be installed in each carrier.<br />

Enough exhaust-gas energy will be<br />

Copenhagen Malmö Port AB<br />

Containervej 9<br />

P.O.Box 900<br />

DK-2100 Copenhagen<br />

Denmark<br />

Tel. + 45 35 46 11 11<br />

Fax + 45 35 46 11 64<br />

E-mail: cmport@cmport.com<br />

recovered to generate all the electrical power<br />

needed at sea. The optimal usage of the<br />

main engines power capacity will reduce<br />

the CO2, NOx, SOx and FOC emissions.<br />

Most ro-ro vessels being built nowadays<br />

for the European market either have a catalytic<br />

converter for reducing emissions from<br />

Terminalgatan 18<br />

Box 566<br />

S-201 25 Malmö<br />

Sweden<br />

Tel. + 46 (0) 40 680 41 00<br />

Fax + 46 (0) 40 18 05 01<br />

www.cmport.com<br />

the exhaust gases, or are being prepared for<br />

a retrofit.<br />

The extension of the SECA (Sulphur<br />

Emission Control Areas) areas has led to<br />

the same rules now being in force for a<br />

larger area and it is no longer allowed to<br />

use different types of fuel, depending on<br />

whether the vessel is in the English Channel,<br />

the North Sea or in the Baltic.<br />

Electricity ashore<br />

Several operators are using gas oil for the<br />

auxiliary engines when in port but there<br />

is a tendency to arrange for shore power<br />

whilst alongside, though very much is governed<br />

by the ports ability to supply power<br />

of adequate capacity.<br />

The spokesmen for shore connections<br />

in major ports are growing in numbers and<br />

most newbuildings will be prepared to connect<br />

to power from shore, when the ports<br />

have taken the necessary steps. One question<br />

that might be relevant to ask, however,<br />

is if the electricity produced ashore is cleaner<br />

than the electricity produced on board a<br />

modern vessel with low sulphur fuel and<br />

Selective Catalytic NOx Reduction?<br />

robert hermansson<br />


– your logistic partner<br />



ACL on the go<br />

with the fourth generation<br />

The first G1 Atlantic Span was relieved by the first G3 Atlantic Companion. ACL is now gearing<br />

up to find the next generation of Atlantic-crossing ConRos.<br />

Having pioneered the ro-ro liner<br />

service over the North Atlantic with<br />

three generations of state of the<br />

art vessels and innovative logistic<br />

concepts, Atlantic Container Line<br />

is mobilising to introduce a fourth<br />

generation of con-ros, the G4 vessels.<br />

It all started in 1965 when the Swedish<br />

shipowner Olof Wallenius initiated a company<br />

and was joined by a number of European<br />

liner companies to raise the substantial<br />

amount of money needed to invest in<br />

a fleet of new and unique liner vessels for<br />

the North Atlantic trade.<br />

On 4th September 1967, the Atlantic<br />

Span loaded its first cargo in the Skandia<br />

terminal in Göteborg and set off on Atlantic<br />

Container Lines first voyage across the<br />

Atlantic. The 700 TEU Atlantic Span was<br />

the first vessel of a groundbreaking ConRo<br />

(container/ro-ro vessel) design, and she was<br />

soon to be followed by three sister vessels.<br />

A few years later, six vessels of a secondgeneration<br />

design entered the fleet. These<br />

powerful steam turbine 900-TEU vessels<br />

reached a speed of 24.5 knots, in contrast<br />

to 20.5 knots for the first generation (G1)<br />

vessels. At this time, ACL also introduced<br />

computerised support systems for intermodal,<br />

door-to-door transports.<br />

Turning around tough times<br />

In 1984, the 2,160 TEU Atlantic Companion<br />

as the first unit in the third generation<br />

of ACL con-ros departed from its building<br />

yard, the Kockums Varv in Malmö, Sweden.<br />

Together with four sister vessels she<br />

was ready for battle on the North Atlantic<br />

trade where competition had become<br />

increasingly fierce. To improve efficiency<br />

and gain economy of scale effects the G3<br />

vessels were lengthened a couple of years<br />

later, and capacity increased to about 3,000<br />

TEU.<br />

ACL had a rough ride in the late 1980ties<br />

and the first half of the 1990ties with several<br />

consequtive years of red figures at the<br />

bottom line. During this time the company<br />

launched a battery of measures to remedy<br />

the situation. The actions were highly successful<br />

and ACL managed to make a dra-<br />

Ulf Granander of ACL Sweden says it will be<br />

a challenge to find larger amounts of cargo.<br />

matic turnaround to profitability and to a<br />

complete write-down of the vessels.<br />

Today, the Italian-owned (the Grimaldi<br />

Group), Swedish company, headquartered<br />

in USA, is preparing to take the next major<br />

step in the evolution of the Transatlantic<br />

liner trade.<br />

The planning of a fourth generation of<br />

state of the art vessels is progressing and<br />

rumours have it that a final order may be<br />

expected during the second half of this year.<br />

This is however not confirmed by ACL,<br />

and according to the company there is no<br />

rush. The G3 vessels have gone through an<br />

extensive life extension program and may<br />

trade for several years to come.<br />

”We expect to take delivery of a new<br />

series of ships sometime during 2012–2016,<br />

depending on shipyard availability, prices<br />

and the disposal of the G3s”, says Andy<br />

Abbott, CEO of ACL.<br />

ACL declines to reveal any specifics on<br />

the new vessel generation at this time, but<br />

the way things are moving, the picture will<br />

become a lot clearer before the end of the<br />

first half of this year. One thing that is cer-<br />



tain is however that the fleet modernisation<br />

will be a USD billion deal covering<br />

five con-ro vessels.<br />

”We still have not settled on a final<br />

design”, says Abbott.<br />

Some of these are more conservative and<br />

one option is simply a larger version of the<br />

G3, while other designs are considerably<br />

more innovative, and today Abbott expects<br />

the final design to be one of the latter.<br />

One important size-restrictive factor is<br />

the lock in Liverpool.<br />

“We do expect the length to be similar<br />

to our current vessels (292 meters, editor’s<br />

note) but the beam will probably be 5–6<br />

meters wider.”<br />

This indicates a beam of 37–38 meters,<br />

and this could increase capacity by 35–45<br />

per cent, depending on which design ACL<br />

finally chooses.<br />

One yard to build all<br />

The new generation will have dedicated<br />

space for containers, high and heavy, and<br />

cars, with car decks able to accommodate<br />

high-sided vehicles like Volvo XC-90’s and<br />

US made sport utility vehicles.<br />

“At this time, I think that the propor-<br />

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tion of ro-ro and container capacity will<br />

be roughly the same as in the G3s”, says<br />

Abbott.<br />

If we do not find<br />

a governmental purchaser,<br />

the G3s will be scrapped.<br />

There are no plans today for any changes<br />

of the ports-of-call, but the G4s will be<br />

faster than the G3s to compensate for the<br />

expected increase in port time due to the<br />

larger capacity of the new vessels.<br />

The speed of phasing-in of the new series<br />

will depend on shipyard capacity.<br />

“When we ordered the G3s, we had<br />

three shipyards building the vessels and we<br />

took deliveries during 1984 and 1985. The<br />

G4s will be built by one shipyard, and it<br />

will probably only be able to build two at a<br />

time,” says Abbott.<br />

So what will happen to the G3s? None<br />

of the vessels in the earlier generations<br />

have been sold on the commercial secondhand<br />

market.<br />


”The G3 vessels will not be sold commercially,”<br />

says Abbott. ”If we do not find<br />

a governmental purchaser, the ships will be<br />

scrapped.”<br />

Irrespective of the size of the G4s, new<br />

capacity will be added and more cargo has<br />

to be found.<br />

”This will be the big challenge for us”<br />

says Ulf Granander, Managing director od<br />

ACL Sweden in Göteborg. ”We have to dig<br />

deeper in our current market and enter new<br />

adjacent markets”.<br />

Confident about potential<br />

ACL is confident about the potential in<br />

the market, and the demand for regular<br />

transatlantic ro-ro transports as well as for<br />

special projects is on the rise.<br />

The company also gets more enquiries<br />

and orders for consignments that are too<br />

large to be shipped in containers.<br />

The reason is that industrial manufacturers<br />

that normally ship equipment dismantled<br />

to fit into containers have experienced<br />

that the cost for assemblage at the destination<br />

exceeds the cost for an oversized ro-ro<br />

transport.<br />

rolf p nilsson<br />


World Leader<br />

in RoRo transport<br />

M. Di Lorenzo


The Leading RO/RO Carrier<br />

The new generation of Grimaldi Lines vessels, have<br />

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technologically advanced RO/RO multipurpose carriers<br />

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The service speed is 19–20 knots to ensure the fastest<br />

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As a GRIMALDI LINES customer you can count on:<br />

n Fast transit times, bringing your overseas market<br />

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For further information and bookings please contact:<br />

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Tel. no +46(0)31-60 72 80 • Fax. no +46(0)31-13 57 24<br />

www.grimaldisweden.se<br />

Via Marchese Campodisola, 13 - 80133 NAPOLI • Tel. +39 081 496 777 • Fax +39 081 551 74 01<br />

www.grimaldi.napoli.it • switchboard@grimaldi.napoli.it


Bore + ConRo = RoFlex<br />

Hoistable car decks and a powerful<br />

main engine are characteristics of<br />

Bore’s new RoFlex concept. Two<br />

vessels of this type will be delivered<br />

in 2011.<br />

In 2007 Bore ordered two large ro-ro vessels<br />

from the German shipyard Flensburger<br />

Schiffbau-Gesellschaft GmbH & Co. KG<br />

for the total cost of more than EUR 100<br />

million. As many times before, Bore once<br />

again chose to go for new innovations and<br />

the latest available technology.<br />

Senior Executive Vice President Thomas<br />

Franck of Bore explains that Bore needs<br />

ships that are possible to operate on many<br />

different trades.<br />

”We were negotiating with shipyards<br />

in China, but when we wanted increased<br />

height on the main deck they didn’t want<br />

to do any modifications to their standard<br />

design. However, Flensburger was willing to<br />

change their ConRo design, and we signed<br />

the contract with them. We decided to call<br />

our design RoFlex, in order to underline<br />

that we are not a follower using an old concept<br />

but an innovator with new ideas.”<br />

The vessels ordered from Flensburger are<br />

somewhat more expensive than the Chinese<br />

ones, but Mr Franck thinks that the<br />

higher price charged by the German shipyard<br />

will pay itself back in the long run.<br />

”After all, the vessels may be sailing for<br />

more than 30 years and we as long-term<br />

owners think that it is better to invest a little<br />

bit more and get the latest technology.”<br />

Car decks<br />

The features of the RoFlex concept include<br />

hoistable and fixed car decks for the shipments<br />

of cars. Bore introduced this feature<br />

already in the early 1970’s and it has made<br />

its vessels attractive on the charter market.<br />

In the newbuildings the height of the main<br />

deck will be 7.4 metres.<br />

If the hoistable car decks are not in use,<br />

the free height allows the shipments of<br />

double stacked containers. With the car<br />

decks in use, there is still enough space<br />

below them for conventional ro-ro cargo<br />

or trailers.<br />

Another major change to the original<br />

design was installing a Wärtsilä common<br />

rail main engine.<br />

”The speed increased with one knot to<br />

20 knots, and the exhaust gas emissions<br />

will be reduced by the common rail system<br />

to fulfil the new regulations coming into<br />

force in 2010”, Mr Franck says.<br />

Mann Lines will take both vessels on<br />

time charter for five years with an option<br />

for an additional five years. Today Bore has<br />

two vessels on time charter to Mann Lines,<br />

the Estraden and the Borden.<br />

Mr Franck sees it as an advantage that<br />

Mann Lines is connected to the newbuilding<br />

process at an early stage.<br />

”They now have the possibility to do<br />

changes in the design on the basis of their<br />

demands as the actual building of the vessels<br />

is going to start in 2010.”<br />

We believe that operational<br />

economy and low bunker<br />

consumption will be the<br />

driving forces in the future.<br />

The newbuildings will provide excellent<br />

operational economy. The cargo capacity<br />

will be 1,000 lane metres larger than on the<br />

Estraden, but the bunker consumption is<br />

expected to decrease with up to 10 tons a<br />

day.<br />

”We believe that operational economy<br />

and low bunker consumption will be the<br />

driving forces in the future”, Mr Franck<br />

says.<br />

When the newbuildings will be delivered<br />

during 2011, they will replace both<br />

the Estraden and the Borden.<br />

”We have not decided yet where the<br />

Estraden and the Borden will be employed<br />


Bore wanted their own,<br />

tailor-made version of<br />

Flensburger’s well-proven<br />

ConRo-concept, which<br />

they call Bore RoFlex.<br />

after that, but one alternative to look at is<br />

to convert the Estraden into a car carrier.”<br />

More newbuildings possible<br />

Mr Franck does not exclude the possibility<br />

of launching another ro-ro newbuilding<br />

project, although there are no such projects<br />

going on for the moment.<br />

”We are continuously looking into our<br />

customers’ demands and we follow the<br />

supply on the market regarding both newbuildings<br />

and second-hand vessels. We<br />

have a fleet renewal program going on, in<br />

which certain vessels should be renewed<br />

within a certain time frame. As our two<br />

newbuildings are now employed for several<br />

years, it would be easier to start other new<br />

projects.”<br />

He believes that the demand for modern<br />

and efficient ro-ro vessels will continue or<br />

even grow.<br />

”Compared with the number of other<br />

types of vessels on order in the world,<br />

there are very few newbuilding contracts<br />

for ro-ro vessels. Ro-ro is a narrow niche<br />

but we strongly believe in the concept. On<br />

the other hand, ordering a newbuilding is<br />

a big decision. Before a contract could be<br />

signed it is necessary to explore long-term<br />

employment possibilities for the vessel”,<br />

Mr Franck concludes.<br />

pär-henrik sjöström<br />


��������<br />

����������<br />



SSN builds two ro-pax ferries for Unity Line’s traffic between Poland and Sweden.<br />

Polsteam expands<br />

on ferry tonnage<br />

Although new ferries have been added<br />

to Unity Line’s ferry service between<br />

Poland and Sweden, there is still a<br />

need for further increase of capacity.<br />

Polsteam has ordered two new ferries<br />

for delivery in 2010 and 2011.<br />

The fast growth of cargo units followed by<br />

tonnage and capacity growth (after establishing<br />

the Unity Line service with one car/<br />

rail and passenger ferry – the Polonia – and<br />

two railway ferries – the Mikolaj Kopernik<br />

and the Jan Sniadecki – in 1995) the rapid<br />

development was noticed after Poland’s<br />

EU membership. Second-hand ferries<br />

with larger capacities have strengthened<br />

the line (the ferries Gryf, Galileusz, Wolin,<br />

UniTy LineS PoLAnd–Skåne<br />

Total results (x 1,000) 2007 2006<br />

Passengers 261 257<br />

Cars 72 65<br />

Lorries/trailers 162 144<br />

UniTy Line<br />

The Managing Owner of Polsteam’s ferries is its<br />

subsidiary Unity Line. There are two Polsteam<br />

ferries serving the Swinoujscie–Trelleborg line<br />

(the Gryf and the Wolin) and one (the Polonia)<br />

serving the Swinoujscie–Ystad line.<br />

Unity Line also operates Euroafrica <strong>Shipping</strong><br />

Line’s three ferries between Swinoujscie and<br />

Scania’s ports (Trelleborg and Ystad): The Jan<br />

Heweliusz, the Galileusz and the Kopernik.<br />

Polferries operates (still separately) one<br />

car/passenger ferry, the Wawel, between<br />

Swinoujscie and Ystad.<br />

Kopernik and the purchase announced last<br />

month of the Skania, ex Eurostar Roma,<br />

and the Superfast I).<br />

The Skania enters service in July 2008<br />

as an addition on the Swinoujscie – Ystad<br />

service and will be sailing in pair with the<br />

Polonia, probably with evening sailings<br />

from Swinoujscie.<br />

On April 16, 2007, Polsteam ordered two<br />

new ferries from Szczecin Shipyard Nova<br />

(SSN). Delivery is planned for 2010 and<br />

2011. The estimated contract value is PLN<br />

500 million (EUR 144 million). Financing<br />

will be 70 per cent from credit means.<br />

The ro-pax ferries, to be named the Piast<br />

and the Patria, will start the builder’s new<br />

series B606-I-PK. The vessels are designed<br />

for short international voyages in the Baltic<br />

Sea and the North Sea region.<br />

Three decks<br />

The ferries are designed by the own designing<br />

department of SSN, with Stanislaw<br />

Domagallo leading the project.<br />

The 207 m long ferries are modern and<br />

effective with short time for loading and<br />

discharging. The ships’ stern arrangement<br />

will be suitable for the new facility at the<br />

modernised Ferry Terminal in Trelleborg.<br />

Full usage of the advantages of the new<br />

concept of loading and discharging arrangements<br />

in Swinoujscie Ferry Terminal will<br />

be possible only after the building of a new<br />

ferry berth, which is planned for 2011.<br />

The newbuildings will be equipped with<br />

three cargo decks, two stern ramps and a<br />

bow ramp. The total length of the car lanes<br />

will be approximately 3,000 m. The clear<br />

deck height in the lower hold and on main<br />

deck will be 5.0 m and 4.9 m on upper<br />

deck under the superstructure. The aft part<br />

of the weather deck will be suitable for<br />

dangerous cargoes.<br />

The passenger capacity will total 344<br />

passengers, of which 284 may be accommodated<br />

in 100 cabins. The crew consists<br />

of 54 persons.<br />

The public spaces for passengers will<br />

include an entrance hall with reception,<br />

shop and cafeteria for about 240 people,<br />

one TV room, a slot machine room, an<br />

Irish pub complete with dancing floor and<br />

a passenger lounge for 60 people arranged<br />

on a common deck.<br />

For the crew there are separate crew mess<br />

rooms, an officer mess room, day room,<br />

catering crew’s mess room and a crew’s<br />

re creation room arranged on Crew Deck.<br />

Twin screw<br />

The propulsion system will consist of two<br />

medium speed diesel engines developing<br />

10,800 kW at 500 rpm, each driving a CP<br />

propeller through a reduction gearbox.<br />

Each gearbox will have power take-off for<br />

a shaft generator.<br />

The auxiliary machinery will consist<br />

of three diesel generator sets. The main<br />

engines may run on heavy fuel up to 700<br />

cSt/50°C and marine diesel oil. The diesel<br />

generator sets will run on marine diesel oil<br />

and gas oil. The vessel may operate using<br />

only one propulsion line.<br />

The engine room is located in the ship’s<br />

aft part, in two compartments: main<br />

engines compartment and auxiliary diesel<br />

engines compartment. Provision is made<br />

for future installation of an SCR system.<br />

leszek szymanski<br />

PiAST/PATRiA<br />

Type: Ro-pax ferries ordered by Polsteam<br />

from Szczecin Shipyard Nova for delivery in<br />

2010 and 2011 for Unity Line’s traffic.<br />

Class: DNV: + 1A1, ICE 1B, Car Ferry A,<br />


Loa . . . . . . . . . . . . . . . . . . . . . . . . approx. 207.00 m<br />

Lpp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192.00 m<br />

Breadth moulded . . . . . . . . . . . . . . . . . . . . 27.00 m<br />

Breadth max . . . . . . . . . . . . . . . . approx. 27.60 m<br />

Depth to main deck . . . . . . . . . . . . . . . . . . . 9.15 m<br />

Depth to upper deck . . . . . . . . . . . . . . . . 15.55 m<br />

Draught design . . . . . . . . . . . . . . approx. 6.30 m<br />

Deadweight . . . . . . . . . . . . . . . . . . approx. 8,000 t<br />

Machinery:<br />

Main engines. . . . . . . . . 2x10,800 kW 500 rpm<br />

Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 22 kn<br />

Cruising range . . . . . . . . . . . . approx. 6,000 Nm<br />



Construction in the FSG hall. FSG just announced a record seven-ship order for British and Turkish customers.<br />

FSG stands firm as ro-ro<br />

market gets tougher<br />

German ro-ro shipbuilding leader<br />

Flensburger Schiffbau-Gesellschaft<br />

(FSG) currently has enough work to<br />

keep it busy until February 2013 –<br />

that’s a longer capacity utilisation<br />

period than any other German yard,<br />

including cruise ship builder Meyer.<br />

FSG, which employs about 740, currently<br />

has orders for 21 ships ranging in length<br />

from 142 to 200 metres with a total contract<br />

value of more than EUR 1.2 billion.<br />

It has built 26 ro-ro ships since 2000 when<br />

it entered the sector in earnest after years of<br />

building mainly container ships. It is finishing<br />

off a trio of ro-pax newbuildings for<br />

Canada and has just announced a record<br />

seven-ship order for British and Turkish<br />

customers.<br />

Despite the bulging order books, the<br />

search for follow-up orders continues,<br />

with lengthening work now also a forward<br />

option if they don’t come and as world<br />

trade booms for shipowners. With foreign<br />

competition increasing meanwhile, FSG<br />

is placing more emphasis on what it has<br />

always done best – building individual,<br />

custom-made ships.<br />

“Dubious business methods”<br />

FSG told SSG it was concerned about<br />

increasing Asian and Far East competition<br />

in the ro-ro sector. Last December it<br />

said six ro-pax vessels on order for Italian<br />

owner Grimaldi at Hyundai were “identical”<br />

to FSG’s series of five 200 metre<br />

long, 3,900 lane metre ships delivered to<br />

DFDS Tor Line in 2003/2004. The German<br />

yard declared: “some people are not<br />

beyond simply copying our designs” and<br />

announced it would take action against<br />

what it called “dubious business methods”.<br />

FSG Vice President Wolfgang Bühr told<br />

SSG the yard was seeking an out-of-court<br />

settlement of that issue. He noted that<br />

FSG was open to licensing and had in fact<br />

last year sold licences for eight 3,750 lane<br />

metre vessels to A. P. Møller Mærsk’s Lindø<br />

Shipyard. They enabled that yard to enter<br />

ro-ro newbuilding at a time when it was<br />

short of container ship orders.<br />


Bühr acknowledges that FSG cannot hope<br />

to compete with Korean or Chinese prices.<br />

However the German yard could compete<br />

in other sectors, he said, stressing that the<br />

key factors were quality, capability and value<br />

for money, along with “keen” prices.<br />

“We may not be able to match Asian<br />

prices but the key remains more value for<br />

money and ships that are custom-built”,<br />

Bühr told SSG.<br />

Unique double-end ferry design<br />

One example of that are the three Coastal<br />

Class ro-pax newbuildings being delivered<br />

to BC Ferries in Canada up to June. FSG<br />

won the order despite a 25 per cent Canadian<br />

import surcharge favouring home<br />

yards, and by offering a competitive price,<br />

a unique double-end ferry design and<br />

cross-Atlantic delivery as an extra, Bühr<br />

reported.<br />

Mid March, FSG named and launched<br />

its eleventh newbuilding since 2000 for its<br />

oldest ro-ro customer, Turkey’s UN Ro-Ro.<br />

The 3,750 lane metre UN Akdeniz was the<br />

latest of 14 ships ordered by that company<br />

and the first of a new series of four freight<br />

ferries.<br />


LOGBOOK:<br />




UN Akdeniz is the second ship of that<br />

name for the owner. The original ships were<br />

of the same dimensions – 193 x 26 metres<br />

– but they only had 2,700 lane metres on<br />

three decks. The latest series has four decks<br />

and 3,750 lane metres, testimony to continuous<br />

design improvement at FSG.<br />

Some people are not<br />

beyond simply copying<br />

our designs.<br />

The yard’s record-breaking order for<br />

seven new ships was also announced in<br />

March, securing five years of work for FSG.<br />

Starting in November 2011, FSG will build<br />

four ro-ro freight ferries for Seatruck Ferries<br />

in Britain and, from October 2012, three<br />

ro-ro freight-ferries for Ulusoy Sealines in<br />

Turkey.<br />

The ships for Seatruck, part of Denmark’s<br />

Clipper Group, are compact fourdeck<br />

freight ferries for short-haul operation<br />

between England and Ireland. At 142<br />

metres long and 25 metres wide they will<br />


be the shortest of all FSG ro-ro ships to<br />

date and designed for restricted port access.<br />

However, as Wolfgang Bühr told SSG, they<br />

will be packed with technology.<br />

Drawing 5.2 metres and with propulsion<br />

system of 2 x 8,000 kW providing a speed<br />

of 21 knots, each will carry 151 trailers of<br />

13.6 metres and boast 2,166 lane metres<br />

for a payload of 5,300 tons.<br />

The three ships for Turkey’s Ulusoy Sealines<br />

will be 193.3 metres long, 26 metres<br />

wide and draw 6.45 metres. They will have<br />

2 x 8,400 kW engines developing 21.5<br />

knots. Trailer capacity will be 255 units of<br />

13.6 metres on 3,735 lane metres for a payload<br />

of 11,636 tons.<br />

But before FSG can build any of the<br />

recently ordered ships, there is the BC<br />

Ferries trio to complete and an additional<br />

night-time passenger/freight-ferry for the<br />

same owner. Six ConRo vessels for Cobelfret<br />

in Belgium also await attention as do<br />

two RoFlex vessels for the Rettig Group in<br />

Finland.<br />

Largest double-enders<br />

The Coastal Inspiration, the second of BC’s<br />

new ferries, was being handed over in Van-<br />


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The UN Akdeniz and the Coastal Celebration at FSG.<br />

couver after her trans-Atlantic delivery voyage<br />

as SSG went to press. Wolfgang Bühr<br />

said the final ship, Coastal Celebration,<br />

would be delivered in June completing an<br />

order reportedly worth EUR 206 million.<br />

The ships are the largest double-ended<br />

ferries in the world, not only in terms of<br />

length but also gross tonnage and passenger<br />

capacity. They carry 1,650 passengers<br />

and 370 vehicles and yet are among some<br />

of the smallest of FSG’s designs – 160<br />

metres long and 28.2 metres wide.<br />

ms Birka Exporter 5.765 dwt<br />

ms Birka Transporter 5.743 dwt<br />

ms Birka Shipper 5.755 dwt<br />

ms Baltic Excellent 6.293 dwt<br />

They are also the first FSG newbuildings<br />

with Diesel-electric drive. That involves<br />

four MaK Diesel engines each of 4,000 kW<br />

in two separated engine rooms and two 11<br />

MW Schottel controllable-pitch propeller<br />

plants one at either end of the ship acting<br />

on single shaft lines.<br />

Image plus<br />

The maiden voyage of the three, all carrying<br />

Vancouver 2010 Olympics slogans,<br />

has also been a major image plus for FSG,<br />



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said company MD Peter Sierk. He said the<br />

design had “popped up everywhere in the<br />

media and made many shipping companies<br />

aware of us”.<br />

Construction of the ro-pax Northern<br />

Expedition for BC was to start as soon as<br />

Celebration has been delivered.<br />

The six ships still to build for Cobelfret<br />

are Type ConRo 220 ferries of which four<br />

are being built in tandem between autumn<br />

2009 and spring 2010. The other two,<br />

declared options, will be built between<br />

autumn 2010 and January 2011. They will<br />

be of 2,907 lane-metres, 195.4 metres long,<br />

26.2 metres wide and with 10,800 kW propulsion<br />

for a speed of 18.5 knots.<br />

Work starts in 2011 on the RoFlex duo<br />

booked for a total EUR 100 million by<br />

Finland’s Rettig Group, which also secured<br />

options for a further two ships. They will<br />

also be 195.4 metres long and have particularly<br />

high loading flexibility on 2,900<br />

lane metres. Hanging car decks can also be<br />

installed when needed. With ice-operation<br />

capability, the 26.5 metre-wide ships will<br />

draw 7.05 metres and have 12,000 kW propulsion<br />

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Seatruck orders<br />

four Flensburger ro-ros<br />

Seatruck Ferries, the Clipper owned<br />

ro-ro service on the Irish Sea crossings,<br />

has signed up with Flensburger<br />

Schiffsbau Ges for another four ro-ro<br />

units with a slightly higher capacity<br />

than the four units currently under<br />

construction in Huelva, Spain.<br />

The four Flensburger units will be capable<br />

of taking 151 trailer units of a length<br />

of 142 metres against the 120 units on the<br />

Huelva newbuilding, which has become<br />

the P-series in the Clipper fleet. The first<br />

unit was the Clipper Pace followed at the<br />

end of March by the Clipper Point.<br />

The Flensburger newbuildings will be<br />

four-deckers with direct access from one<br />

single stern ramp and with the extensive use<br />

of internal ramps, which will give the vessels<br />

a short turn-around time in the ports.<br />

The use of four decks and internal ramps<br />

is rather common on the larger ro-ros like<br />

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the DFDS Flower series from Flensburger,<br />

but short sea ro-ros are usually served by<br />

land ramps.<br />

The new ships will be high-speed vessels,<br />

as they will be powered by a double<br />

engine plant developing some 16,000 kW<br />

for a service speed of 21 knots. This will be<br />

a huge increase from the 16.5 knots of the<br />

present ro-ros in the services. The draft of<br />

the ships will be 5.2 metres.<br />

Extensive schedule<br />

The new ships, which will join the fleet<br />

from November 2011 to June 2012, will be<br />

used on the two services run by Seatruck<br />

Ferries. One service is from Warrenpoint<br />

to Heysham, while the other is a parallel<br />

sailing from Dublin to Liverpool. The two<br />

services already have an extensive schedule<br />

with 34 weekly sailings on the Warrenpoint–Heysham<br />

run and 24 weekly sailings<br />

on the Dublin–Liverpool run.<br />

At present Seatruck Ferries sails with<br />

several second-hand ro-ros. In October<br />

2007 the company purchased two<br />

units, the Triumph and the Arrow,<br />

from a Greek owner. Furthermore<br />

Seatruck has purchased<br />

the Challenge and the<br />

Shield from the Greek<br />

Attica Holdings (Superfast).<br />

The four ro-ros are<br />

the four sisters, which<br />

were built for Estonia<br />

<strong>Shipping</strong> Company by<br />

the shipyard in Huelva at the end of 1990s.<br />

All four sisters are now owned by the Clipper<br />

Group and sail on the two services on<br />

the Irish Sea.<br />

Riverdance capsize<br />

Seatruck Ferries also hit the media earlier<br />

this year when the ro-ro Riverdance capsized<br />

just off the coast of Fleetwood in<br />

heavy weather on a crossing on January<br />

31. Some of the trailers on board shifted<br />

during the heavy rolling and strong winds<br />

and made the vessel turn over and become<br />

a total loss. At present all the trailers on the<br />

upper deck have been removed from the<br />

vessel, which is lying high and dry at low<br />

tide. The vessel is most likely to be broken<br />

up on the spot. The Riverdance was built<br />

at Rickmers in Bremerhaven in 1977 and<br />

is a sister vessel to the Moondance, also<br />

owned by Seatruck Ferries.<br />

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The Misida loading paper in the port of Rauma. There is one wide stern ramp but a separate stern door<br />

on the port side provioding access to the weather deck.<br />

Misana and Misida:<br />

Tailor-made but still flexible<br />

Forest products, cassettes and<br />

trailers – Godby <strong>Shipping</strong>s’ new duo is<br />

optimised for several different types<br />

of cargo. Managing Director Dan<br />

Mikkola says that it is a question of<br />

which cargoes are the most likely to<br />

be carried by vessels like these during<br />

their lifespan.<br />

When designing the newbuildings Misana<br />

and Misida, the starting point were<br />

the demands of the forest industry group<br />

UPM, which has taken the vessels on an<br />

eight-year-long time charter.<br />

On the other hand, the vessels must have<br />

a life after the charter, too. A basic feature<br />

in the philosophy of the Åland-based ship-<br />

ping company Godby <strong>Shipping</strong> is to give<br />

maintenance the highest priority, which<br />

enables commercially successful operations<br />

with their vessels for at least 30 years.<br />

Therefore a lot of flexibility is included in<br />

the design, making the vessels ideal carriers<br />

of several types of cargo.<br />

“The starting point for this project was<br />

that UPM needed larger vessels to replace<br />

our ro-ro vessels Mistral and Miranda on<br />

their service between Finland and Spain”,<br />

Managing Director Dan Mikkola of Godby<br />

<strong>Shipping</strong> informs.<br />

“UPM was very pleased with the cargo<br />

handling concept of the Mistral-type<br />

vessels, but the vessels were simply too<br />

small.”<br />

Built for Transfennica’s service between<br />

Hanko (Hangö in Swedish) and Lübeck by<br />

J. J. Sietas in 1999, the Mistral and Miranda<br />

were taken on time charter by UPM in<br />

2004 and 2005 respectively, and they have<br />

been in service for UPM since that.<br />

A well-proven concept<br />

The cargo handling concept of the Sietasbuilt<br />

Misana and Misida is based on the<br />

same ideas as in the Mistral and Miranda,<br />

which have a capacity of 1,625 lane metres<br />

and a deadweight of 7,400 tons.<br />

On the new vessels the deadweight has<br />

increased to 11,400 tons and the cargo<br />

capacity to 2,155 lane metres.<br />

The cargo handling concept has also been<br />


efined and further developed to enable discharging<br />

and loading within the same time<br />

limits that the smaller predecessors had.<br />

Misana and Misida have three decks<br />

for cargo: the lower hold, main deck and<br />

weather deck. At the threshold of the stern<br />

door there is a fixed ramp to the weather<br />

deck on the port side and a couple of<br />

metres forward on the main deck on the<br />

starboard side there is another fixed ramp<br />

leading to the lower hold. With a free<br />

breadth of 21 metres, the stern door is wide<br />

enough to allow smooth traffic to all three<br />

decks simultaneously.<br />

This vessel is so much<br />

larger than the previous<br />

ones but the times in port<br />

remain unchanged.<br />

On the new vessels the stern ramp is in<br />

one piece, while there were two separate<br />

stern ramps on the Mistral-type – one for<br />

the main deck/lower hold and one for<br />

access to the weather deck. The arrangement<br />

with only one stern ramp is simpler<br />

and has no operational disadvantages.<br />

“The main reason for choosing two separate<br />

ramps on the Mistral-type was connected<br />

with the launching of the free-fall<br />

lifeboat. The smaller ramp on the port side<br />

is folded to make it possible to launch the<br />

lifeboat, which is placed above it. The new<br />

vessels are wide enough to allow the freefall<br />

lifeboat to be situated on the port side<br />

of the stern ramp”, mr Mikkola explains.<br />

Cooperation<br />

The design is a result of a close cooperation<br />

between the owner Godby <strong>Shipping</strong>, the<br />

charterer UPM and the builder J. J. Sietas.<br />

In their present traffic between Kotka/<br />

Rauma in Finland and Santander/Ferrol in<br />

Spain, the vessels mostly carry forest products<br />

from UPM’s plants on southbound<br />

voyages. Northbound the vessels load in<br />

Bremerhaven for Stella Lines, which has an<br />

agreement about cooperation with UPM.<br />

The bulk of the southbound cargo is<br />

carried sto-ro, which means that the paper<br />

reels are stowed directly into the holds.<br />

This method is more time-consuming than<br />

pure ro-ro handling, but it utilises the volume<br />

of the vessel better.<br />

With regard to most of the cargo car-<br />

Containers being loaded by crane on the weather deck of the Misida.<br />

ried sto-ro it enables a cargo intake of some<br />

10,500 tons. With sufficient amount of<br />

provisions and fuel the vessel is then fully<br />

loaded to the mark. On a long route like<br />

Finland–Spain this is the most optimal<br />

way to load the vessel. However, there are<br />

always some quantities of other cargo than<br />

the large quantities of more or less uniformly<br />

dimensioned paper reels, and this<br />

other cargo is more difficult to handle storo.<br />

It is usually carried on cassettes.<br />

“On the new vessels we have put an even<br />

greater emphasis on cassettes than on the<br />

Mistral-type”, mr Mikkola says.<br />

“We think that the importance of this<br />


Dan Mikkola of Godby <strong>Shipping</strong> is pleased with the performance of his new twins.<br />

system will continue to grow, not the least<br />

because this vessel is so much larger than<br />

the previous ones but the times in port<br />

remain unchanged.”<br />

The free width of the main deck is 21<br />

metres. This is the optimal width for both<br />

cassettes and trailers, mr Mikkola continues:<br />

“The width is a multiple of the block<br />

stowed cassettes and trailers. There are<br />

eight lanes for 2.6 metres wide cassettes<br />

with one inch space between the rows. For<br />

trailers there are seven lanes with a width<br />

of 3 metres.”<br />

Under the superstructure there is a cov-<br />



A cassette with forest products is moved into the garage under the superstructure in the aft<br />

part of the weather deck.<br />

ered space, which may also be utilised for<br />

cassettes.<br />

“The reason for this arrangement is partially<br />

connected with the carrying of cassettes.<br />

When the share of cassettes increases,<br />

the need for deck space also increases<br />

and reaches the same amount of tons as<br />

sto-ro.”<br />

Mr Mikkola informs that sto-ro handling<br />

typically allows a cargo intake of 3 tons per<br />

square metre. The area of a cassette is some<br />

32 square metres, but usually it is not possible<br />

to reach a higher total weight for a loaded<br />

cassette than 40 to 50 tons, which means<br />

less than half the weight per square metre.<br />

“This means that the same amount of<br />

cargo needs twice the space when using<br />

cassettes. Therefore we need more deck<br />

area”, mr Mikkola clarifies.<br />

No double-stacking<br />

The free height on the main deck and in the<br />

lower hold is 5 metres. ”We have increased<br />

the height in the lower hold by 0.4 metres<br />

compared to Mistral and Miranda because<br />

the paper reels tend to be larger and larger”,<br />

mr Mikkola explains.<br />

During the planning stage Godby <strong>Shipping</strong><br />

decided not to dimension the height<br />

of the main deck for double-stacked containers.<br />

This possibility would have resulted in a<br />

deck with almost 2 metres more free height<br />

than needed for normal paper and trailer<br />

shipments. This means much more steel,<br />

which reduces the deadweight but increases<br />

the tonnage upon which the fairway and<br />

port fees are calculated. Mr Mikkola thinks<br />

that the additional cost for that flexibility<br />

is simply not worth it.<br />

“It is a question of how many different<br />

possibilities for future employment the vessels<br />

should have. We decided to build these<br />

vessels for primarily paper but also for cassettes<br />

and trailers. The vessels are ideal for<br />

all these types of cargo.”<br />

However, the possibility to carry containers<br />

has by no means been neglected. On<br />

the weather deck there is capacity for 480<br />

TEUs. In addition to 45 feet, 40 feet, 30 feet<br />

and 20 feet units the vessels are designed for<br />

carrying also pallet wide containers. There<br />

are 48 plugs for reefer units as well.<br />

“The bottom line for us has been that<br />

we don’t think it is sound to build a ro-ro<br />

vessel if you need to carry large volumes<br />

of containers. Then you need a container<br />

vessel, which is much cheaper to build”, mr<br />

Mikkola explains.<br />

Speed and environment<br />

The vessels are most likely to have a long<br />

life after the end of their first charter. But it<br />

is not all about just the layout of the cargo<br />

holds and ramps. The vessels must also<br />

have adequate speed resources for a variety<br />

of routes and comply with the environmental<br />

demands to be attractive on the market.<br />

The vessels have been classed by Germanischer<br />

Lloyd and they are built according<br />

to the rules for ”the Environmental Passport”<br />

and ”ballast water management”.<br />

The propulsion package consists of two<br />

medium-speed engines coupled via a reduction<br />

gear to a single shaft with a large-diameter<br />

CP propeller.The arrangement is optimised<br />

for the different speed profiles on the<br />

route. Southbound the timetable allows a<br />

service speed of 17 knots, which is achieved<br />

by using only one engine. Northbound<br />

there is less time and both engines are running,<br />

providing a service speed of 20 knots.<br />

In addition to that there is additional power<br />

in reserve for difficult ice conditions or if<br />

more speed is needed due to delays.<br />

text & photos:<br />

pär-henrik sjöström<br />

Sto-ro handling of paper reels in the lower hold. The reels are moved into the ship on trailers<br />

whereafter trucks stow the cargo directly on the deck, filling up the whole volume of the<br />

hold. Main deck and lower hold are also dimensioned for trailers and cassettes.<br />




The Norwegian flagged Amber approaching the new ro-ro berth at the Atlantkaj in Esbjerg.<br />

Esbjerg – working ro-ro<br />

since the bacon revolution<br />

Port of Esbjerg believes in ro-ro, being<br />

the first Danish port to adopt the<br />

vehicle concept in the middle of the<br />

1960s. As of today, the ro-ro business<br />

has a central part in the master plan<br />

for the future of Port of Esbjerg.<br />

Recently a new ro-ro facility has been taken<br />

into use and this generated more facilities<br />

for two growing ro-ro services from the<br />

major city on the West coast of Jylland. The<br />

new DKK 56 million facility is now used by<br />

the Belgian ro-ro operator Cobelfret on a<br />

weekly sailing to Zeebrügge in Belgium with<br />

the clear purpose of giving the customers a<br />

way to avoid the German road tax Maud.<br />

The unaccompanied trailers can reach destinations<br />

in France, Belgium, Holland and<br />

further down in Europe from Zeebrügge<br />

without touching German roads at all. So<br />

far the sailing has proven its success by filling<br />

up one 200-trailer unit every Saturday.<br />

New service to Tananger<br />

The new service on the new ro-ro facility,<br />

which by the way is prepared for enlarge-<br />

ment from the present 300 metres of quayside,<br />

is the Norwegian Sea Cargo’s ro-ro<br />

service to Tananger in the Stavanger area<br />

connecting the offshore port of Esbjerg<br />

with the offshore port of Stavanger. Sea<br />

Cargo also has direct sailings from Tananger<br />

to Aberdeen, the offshore capital of<br />

Scotland, making it possible for offshore<br />

manufacturers in Esbjerg to ship cargo to<br />

customers in the British sector.<br />

At the moment the Polish owned ro-ro<br />

Amber is sailing on the service. The vessel<br />

started at the beginning of the year enlarging<br />

capacity by 68 per cent and speed of<br />

sailing by some 18 per cent from the previous<br />

ro-ro on the service. The Amber is capable<br />

of carrying 79 trailers on each sailing.<br />

Ole Sævild, head of Sea Cargo, Esbjerg,<br />

explains that some 5,000 trailers per year<br />

will take the seaborne road from Esbjerg<br />

in 2008 and this would mean some two<br />

million kilometres of lorry driving off the<br />

road if the trailers were to be trucked to<br />

Hirtshals or Hanstholm. There is no need<br />

to drive hundreds of kilometres on Danish<br />

roads to catch a ferry (ro-ro) to Norway,<br />

is the word from the manager to Port of<br />

Es bjerg’s magazine Havn og Kaj.<br />

The bacon revolution<br />

Ro-ro began at Esbjerg in 1966, when<br />

the state owned port in cooperation with<br />

DFDS started the bacon revolution. In<br />

1966 two dedicated ro-ros were built for the<br />

shipment of Danish export bacon to British<br />

consumers. All stowed in 20-foot containers<br />

on trailers carried by the Somerset and the<br />

Stafford to Grimsby. It became a great success,<br />

making DFDS one of the pioneers in<br />

ro-ro traffic. The same applies for the port<br />

of Esbjerg, which today still handles the<br />

export from three dedicated ro-ro berths<br />

exclusively for DFDS tonnage. Furthermore<br />

Port of Esbjerg has a ro-ro berth in<br />

nearly every corner of the port. Along with<br />

the DFDS exclusive and the new Atlantkaj<br />

facilities, Esbjerg has nine ro-ro berths and<br />

a new development area for the coming 25<br />

years also includes several ro-ro berths and<br />

a hinterland of 800,000 sqm, which can be<br />

enlarged to 1.3 million sqm.<br />

bent mikkelsen<br />


To China<br />

Moscow<br />

St Petersburg<br />

New perspectives<br />

Helsinki<br />

– New ports<br />

Port of Karlshamn is growing fast and has<br />

become one of the top five in Sweden.<br />

The logistics focus in Europe is shifting to the east and Karlshamn has<br />

a strategic location on the crossroad between <strong>Scandinavian</strong> Shippers<br />

and the new emerging markets in East Europe and CIS. The port is<br />

also located in a region with important industry.<br />

Port of Karlshamn is constantly being developed as a strategic hub in<br />

the east-west corridor.<br />

Therefore Karlshamn is steadily climbing on the ranking list “The best<br />

logistics locations in Sweden”.<br />

Kiev<br />

Riga<br />

Minsk<br />

Ventspils<br />

Stockholm<br />

Illichevsk<br />

Odessa<br />

Vilnius<br />

Klaipeda<br />

K A R L S H A M N S H A M N<br />

Kaliningrad<br />

Jönköping<br />

Oslo<br />

Gdansk<br />

Gdynia<br />

Karlshamn<br />

Istanbul<br />

Göteborg<br />

Malmö<br />

Copenhagen<br />

Helsingborg<br />

Karlshamns Hamn AB, P.O. Box 8, SE-374 21 Karlshamn, Sweden, Phone: +46 454 30 50 00, Fax: +46 454 30 50 30, info@karlshamn.se, www.karlshamnshamn.se<br />

Rabadang AB. 2008


Looking for<br />

the perfect<br />

time to order<br />

John Engström at Swedish Dag<br />

Engström <strong>Shipping</strong> stands with<br />

the specification in hand, funds are<br />

substantial after several good ship<br />

deals and he has been travelling the<br />

world of shipbuilding yards for some<br />

years now. Everything is prepared,<br />

down to the last detail, for ordering a<br />

number of new ro-ro ships. But when<br />

is the right time to order?<br />

It started with the ro-ro Romira. From the<br />

time she was built, John Engström has<br />

taken over the leading role in the family<br />

company of Dag Engström <strong>Shipping</strong>; until<br />

then his parents Anna-Lisa and Dag Engström<br />

– still very active in the company –<br />

stood at the helm.<br />

The year was 2000. John Engström<br />

was about to negotiate his order with the<br />

Zhonghua Shipyard in Shanghai. This was<br />

a time when yards were hungry, so the little<br />

shipping company could afford to be<br />

a very awkward customer with many and<br />

specific requirements.<br />

Experts lined up<br />

John Engström describes how he had a<br />

dream scenario:<br />

“It was a shipyard that wanted to build<br />

a ro-ro to have as a reference for future roro<br />

and ro-pax building projects. The yard<br />

was not very large and thus we were able<br />

to have great influence on the process and<br />

have close relations to the yard’s representatives.<br />

But the yard was large enough to<br />

have good equipment and skilled staff.”<br />

The Engströms had the yard to send a<br />

delegation of around 20 people – one from<br />

each competence area and with authority<br />

enough for direct decision-making – to the<br />

design company Skipskonsulent, which the<br />

Engströms worked with at the time. They<br />

also invited the major suppliers, who came<br />

and presented what they had to offer. They<br />

worked their way through the building<br />

specification, line by line, and everyone<br />

present had the chance to comment or to<br />

ask questions.<br />

“After eight weeks we were finished and<br />

we felt that we had had the time to really<br />

explain in detail what we wanted and also<br />

what we wanted to avoid. It was a close,<br />

very pleasant way of working and the result<br />

was that all we had to do once we got to<br />

the shipyard was to push the button.”<br />

On delivery the Romira was everything<br />


the Engströms had wished for: A well-built<br />

ro-ro ship that was a pioneer in several<br />

ways, with a 30 per cent lower bunker oil<br />

consumption and half the NOX emissions<br />

compared with conventional ro-ro ships.<br />

The building of Romira focused on environmental<br />

concerns and many solutions were<br />

completely new for that type of vessel.<br />

A good offer<br />

After a very short time in service, the<br />

Romira was sold to the charterer. When<br />

SSG visits Anna-Lisa, Dag and John Engström<br />

in Lysekil in March, it is obvious<br />

that their pride in the Romira – their own<br />

design down to the last bolt – is still great.<br />

Why did they sell her? Well, they simply<br />

got an offer that was difficult to refuse.<br />

John Engström explains further:<br />


Engström’s pride and<br />

joy, the Romira, is on<br />

13,000 DWT and can<br />

take three kilometres<br />

of rolling cargo. She<br />

was sold to Cobelfret<br />

in 2002.<br />

Master/Chief Engineer John Engström<br />

39 years old, lives in Lysekil with his wife and<br />

two children.<br />

Took part in building the Helena for the<br />

family shipping company in Korea in 1991,<br />

after finishing his Master Mariner education.<br />

A few years later he graduated as Marine<br />

”We thought we would be able to order<br />

again directly. We hoped to order two<br />

ships; it is so much easier with two iden-<br />

Then prices started going<br />

up, up and up. It was a<br />

good time for selling, but<br />

bad for placing new orders.<br />

tical ro-ros when charterers arrange routes<br />

and also when it comes to spare parts and<br />

crew. But it was about then that prices<br />

started going up, up and up. It was a good<br />

time for selling, but bad for placing new<br />

orders.”<br />


Engineer as well, and worked in the engine<br />

department. Has done further training in<br />

welding, electronics, CAD and management.<br />

In the past few years he has taken over the<br />

leading role in the company after his parents.<br />

Recently elected to ABS as Member.<br />

And time passes. The Engströms have<br />

been without ships of their own since<br />

2006, when the Helena was sold – and the<br />

right time to place an order has still not<br />

come. The newbuilding price for a ro-ro<br />

has gone up by over 100 per cent since the<br />

Romira was delivered. There is a total of<br />

ten thousand ships on order at the world’s<br />

shipyards, at a value of close on 500 million<br />

dollars.<br />

The Engströms await a more normalised<br />

market. Meanwhile they polish their<br />

concept and keep a close watch on several<br />

newbuilding yards around the world. The<br />

plan is to order two plus two ro-ro ships of<br />

Romira’s type. The next generation will be<br />

a development of the concept, where they<br />

will make some charterer-optimized solutions,<br />

such as:<br />




Dag Engström <strong>Shipping</strong><br />

Founded in 1964 by Dag Engström, Master<br />

Mariner. Dag’s wife Anna-Lisa Engström<br />

comes from a family with a further 100 years<br />

in shipping.<br />

The shipping company’s main business is<br />

to plan, build and run its own ro-ro ships,<br />

wholly under own management, for stable<br />

• Four cargo decks instead of three,<br />

• ice class 1A Super instead of 1A,<br />

• shore-based ramp to upper deck,<br />

• higher service speed and<br />

• environmental optimization.<br />

The Engströms’ own calculation asserts<br />

that if they add seven per cent to the newbuilding<br />

price, the technical life of the ship<br />

is prolonged by 100 per cent, and this is<br />

a cost that the shipping company has the<br />

expressed ambition to take.<br />

Too finicky<br />

Dag Engström <strong>Shipping</strong> thus suffers from<br />

quite some choosiness in the choice of<br />

newbuilding yard, at a time when the<br />

frenzy at the yards leads many to build to<br />

a minimum standard. The Engströms are<br />

only interested in building very close to<br />

their own specification, which means that<br />

at present they are not particularly attractive<br />

customers.<br />

“In many cases, the yard won’t allow<br />

the suppliers that we prefer, even if we say<br />

that we are willing to pay more for it. And<br />

when you can’t decide what suppliers to<br />

work with for say 30 years to come, then<br />

it’s really no good.”<br />

His father Dag Engström adds:<br />

”If we’ve been able to wait this long, we<br />

mustn’t do anything foolish. Some charterers<br />

say we are too picky, they say they can<br />

live with one thing and another – and sure,<br />

we understand that. Having 100 per cent<br />

Romira’s standard, that we can just forget,<br />

but we want at least 95 per cent or 90, but<br />

certainly not 20.”<br />

charterers. In the past 30 years, the company<br />

has been active in ro-ro, for the past ten also<br />

in tanker shipping.<br />

Anna-Lisa and Dag Engström are today both<br />

over 65 and now have a more administrative<br />

role in the company, but emphasise that they<br />

are far from retiring.<br />

“We work in the long term, the goal is<br />

not to build and sell, but to get a good ship<br />

that we can live with. We are not under any<br />

pressure. We can wait. It’s just that it’s boring<br />

to wait”, says John Engström.<br />

We are not under any<br />

pressure. We can wait. It’s<br />

just that it’s boring to wait.<br />

He has several examples of minimum<br />

standard with him from his trips to the big<br />

Asian shipyards:<br />

”I have seen ships that just have concrete<br />

in the corridors, they haven’t bothered<br />

to lay a vinyl floor covering or anything.<br />

Then plastic tables and chairs mounted on<br />

steel tubing, that’s it, when you come into<br />

the mess. Awful to see.”<br />

He talks about a visit to a 50,000-ton<br />

product tanker at one of the most<br />

renowned shipyards in the world:<br />

”On the bridge, there’s one radar at<br />

one end, one at the other and the VHF in<br />

between, so you can’t reach to do two things<br />

at the same time. Out on deck you can see<br />

badly bent flat bars holding the cables, after<br />

a year or two they’ll have rusted away.”<br />

”When you come out and see such a<br />

standard, there’s hardly any point in starting<br />

to discuss things. The yards build at minimum<br />

standard and all solutions are made<br />

to be optimal for the yard during the period<br />

of building, with no consideration of how it<br />

John Engström on<br />

... Vietnamese yards: “I’m going to<br />

Vietnam on Tuesday, for the third time in<br />

five years. Five years ago the state started<br />

to pump in money to build up the shipyard<br />

organisation. They saw how well things<br />

were going for China, Korea and Japan.<br />

They have fantastic production equipment<br />

at some yards – slipways, docks for VLCCs,<br />

CNC and plasma cutting machines,<br />

everything you could wish for.<br />

But they haven’t managed to grasp this<br />

competence, it’s like it was in China<br />

10–15 years ago. When you sit down<br />

with the yard management to discuss<br />

things, they don’t speak English. Then a<br />

little Vietnamese who hasn’t a clue about<br />

technical English comes to translate … It<br />

just becomes gibberish.<br />

But now the Vietnamese shipyard industry<br />

is beginning to get going, they have won<br />

major contracts.”<br />

... crazy order books: “I talked with a<br />

yard in China before I set off in December<br />

and they were interested in looking at<br />

ro-ro, they wanted to get into the niche.<br />

But then I spoke with the Jotun boss in<br />

Asia: The month before, he was going<br />

to drive to the yard, but didn’t get there<br />

because there was just a sea of mud where<br />

he was supposed to drive. They now have<br />

an order book of 34 larger vessels – with<br />

everything from 54,000-ton bulkers to<br />

FPSOs – but they had no road to the yard.<br />

It’s just without common sense.”<br />

will be when the ship is put into service.”<br />

There are, however, several yards around<br />

the world that John Engström has visited,<br />

where he may be willing to place an order.<br />

Contacts with the yards are tended continually<br />

while waiting for a slot.<br />

”When it does come, things can go very<br />

quickly. If it’s a yard that has lost some<br />

contracts, has the workforce and everything<br />

established and needs something<br />

quickly, then we will be there, ready with<br />

all the documentation. We have talked<br />

with the suppliers and checked on delivery<br />

times, equipment and everything. We have<br />

a complete concept and can just go in and<br />

start. That’s our advantage; since we are so<br />

small, we can make rapid decisions. We can<br />

go there, sit down on the spot and solve a<br />

problem, if one should arise.”<br />

anna lundberg<br />


The world’s leading<br />

shipbuilding fair<br />

23 – 26 sept. 2008<br />

Anne-Marie Hagström-Hirschberg<br />

Phone: +46 380 134-50, -51 · ets@ets.nu<br />

shipbuilding · machinery &<br />

marine technology<br />

international trade fair · hamburg<br />


JoACHIm SJöSTRöm<br />

Ro-Ro TECHNoLoGY<br />

Shortsea XML<br />

focusing the main obstacles<br />

For all the efforts to sharpen the<br />

competitive edge of shortsea shipping<br />

in Europe, the industry has never<br />

managed to free itself from a burden<br />

of shipping-specific documentation.<br />

A study by the Maritime Navigation and<br />

Information Services found that a vessel<br />

or its agent had to file more than 25 documents<br />

for each port visit. And in addition,<br />

a plethora of other forms were required<br />

for such diverse use as costumes clearance,<br />

loading and discharge, onboard supplies,<br />

waste disposal et cetera.<br />

It was estimated that administration and<br />

form-filling account for 20–30 per cent of<br />

the total supply chain costs. The European<br />

Commission has done a lot to stimulate sea<br />

transport, from cutting down on bureaucracy<br />

to promote transport corridors. Yet, a<br />

vital part of the problem has only recently<br />

been addressed through a Marco Polofunded<br />

programme, the Shortsea XML.<br />

Streamlining administrative processes<br />

The aim of Shortsea XML programme is<br />

to establish a network of shippers, carriers,<br />

ports, IT providers et cetera, to create<br />

a series of standardized messages based on<br />

XML technology. The message forms will<br />

comprise scheduling, booking, operation<br />

and invoicing.<br />

By the programme the users will be able<br />

to simplify and streamline administrative<br />

processes within a shortsea-based logistic<br />

line. It will make it easier for all parties<br />

to meet the reporting requirements of the<br />

authorities, it will improve transparency<br />

and save working time. Most importantly<br />

it will improve vessel utilization and, ultimately,<br />

customer service.<br />

The standards set by XML will be<br />

approved by the UN standards organization<br />

CEFACT and are designed to operate<br />

in tandem with existing technologies like<br />

EDIFACT.<br />

Being cheaper and more flexible than<br />

other more established platforms, the<br />

XML technology is generally available in<br />

most software applications. Its wide availability<br />

and ease of use will allow the wider<br />

shortsea community to communicate with<br />

each other. The system is not intended to<br />

replace the more heavy applications such<br />

as EDIFACT used by the larger organizations,<br />

but these are encouraged to use<br />

XML alongside existing systems. The aim<br />

is to build the widest possible network of<br />

electronic exchange within the shortsea<br />

community.<br />

Marco Polo funding<br />

The Shortsea XML project was chosen for<br />

EU funding through the Marco Polo programme<br />

for the facilitation of transfer of<br />

cargo from road to sea. NorStella, the Norwegian<br />

foundation for e-business and trade<br />

procedures, was appointed manager of the<br />

project that began in September 2006.<br />

A project group headed by Mariann<br />

Sundvor of NorStella was relating to an<br />

advisory board with Simon Spoormaker of<br />

SMDG, official User Group for <strong>Shipping</strong><br />

Lines and Container Terminals as chairman.<br />

The board also drew members from<br />

the Port of Rotterdam and from German<br />

and British consultants in IT and supply<br />

chain management.<br />

Most important was the group of project<br />

participants that has grown to about 30,<br />

though with a markedly Nordic emphasis.<br />

This includes shippers, ports, shipping<br />

lines, IT providers, authorities and standardization<br />

bodies.<br />


The project was given invaluable support<br />

by the national Shortsea Promotion<br />

Centres (SPC) in Finland, Norway, the<br />

Netherlands and France; all recognizing<br />

the profound importance of the project.<br />

Within the two-year time frame, a pilot<br />

version was introduced by Sea-Cargo, a<br />

shipping line, and the forwarding group<br />

VCK in February to gain experience. The<br />

project is to be concluded in September<br />

this year, and the first updated version of<br />

the system should be ready later in the<br />

autumn.<br />

Promotion of the Shortsea XML has<br />

largely been left to the national SPCs,<br />

hosting seminars, giving presentations at<br />

conferences and working with other communities,<br />

like CLECAT (the European<br />

Association for Forwarding, Transport,<br />

Logistics and Customs Services) and others.<br />

The Shortsea XML in many ways addresses<br />

the root of the evil, the lack of consistent<br />

documentation exchange systems for the<br />

shortsea industry. Successful implementation<br />

of the system will be essential to enable<br />

shortsea shipping to take its full part in<br />

the intra-European logistic chains.<br />

dag bakka jr<br />

Ro-Ro TECHNoLoGY<br />

WE WORK<br />


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scp reklambyrå



The ferries Vesborg and Sam-Sine on the Hou–Selvig run will be replaced in October.<br />

Nordic Ferry Service<br />

takes over more services<br />

Nordic Ferry Service will add another<br />

piece to its new jigsaw puzzle of<br />

Danish domestic ferry services this<br />

autumn. The company is about to be<br />

the umbrella for Danish domestic ferry<br />

services covering Bornholmstrafikken,<br />

Langelandstrafikken (Spodsbjerg–<br />

Tårs), Alstrafikken (Bøjden–Fynshav),<br />

Fanøtrafikken (Esbjerg–Fanø) and<br />

Samsøtrafikken (Hou–Sælvig and<br />

Kolby Kaas–Kalundborg).<br />

Nordic Ferry Service is a new company set<br />

up by the state owned Bornholmstrafikken<br />

(working as a normal limited company<br />

with all the shares owned by the Minis­<br />

try of Transport) and the private Clipper<br />

Group. The Clipper Group was founded<br />

by the Danish born Torben Gulner Jensen<br />

and has its main office in Nassau on the<br />

Bahamas. The Clipper Group has its main<br />

commercial office in Copenhagen and has<br />

for some years been looking for new business<br />

opportunities.<br />

Well known<br />

“We had the vision of being the same ferry<br />

company running most of the Danish<br />

ferry services, but did not have the necessary<br />

funds to realize the idea. It was a<br />

coincidence that I ran into Torben Gulner<br />

Jensen, who I have known for years, when<br />

I was in the bulk business as well. It was a<br />

very simple task to explain to him about<br />

the vision and the odds: that he had the<br />

money and we had the vision. He liked<br />

He had the money<br />

and we had the vision.<br />

the ideas and the visions and we started<br />

the company called Nordic Ferry Service”,<br />

says Mads Kofoed, CEO of Bornholmstrafikken.<br />

Nordic Ferry Service’s first achievement<br />



The new double-ended ferry for Samsø Trafikken, presently under construction in Perama, Greece.<br />

was winning the bidding round on the<br />

service from Samsø to Jylland from October<br />

1, 2008.<br />

“We wanted to make improvements to<br />

the service and not only take over the existing<br />

ferry and service. So we designed a new<br />

type of ferry with a higher service speed<br />

and easy access to the car deck, large capacity<br />

and no turning around”, says Mads<br />

Kofoed.<br />

The new ferry was based on a design<br />

by a Greek shipyard in Perama, where a<br />

high­speed double­ender was designed for<br />

domestic Greek service. It was adjusted to<br />

the Danish flag and Danish standards. The<br />

ferry will be delivered in Piraeus on July<br />

5 and will shortly after be sailed to Denmark<br />

for training of the crew and further<br />

adjustments to the ferry ports in Hou and<br />

Sælvig.<br />

“The Greek shipyard builds these ferries<br />

at a very attractive price compared to <strong>Scandinavian</strong><br />

shipyards, so even if a number of<br />

things have to be adjusted it’s still a nice<br />

price for a new ferry”, says Mads Kofoed.<br />

Capacity<br />

The ferry type will provide so much capacity<br />

that reservations for cars will hardly be<br />

necessary after October 2008. The ferry will<br />

be capable of taking up to 110 cars (and<br />

even lorries in all positions on board) and<br />

550 passengers. In the new service under<br />

Samsø Trafikken there will be nine sailings<br />

per day instead of ten as of today, but still<br />

the capacity will increase, adding another<br />

1,000 private cars to the daily capacity. The<br />

new ferry will also reduce the crossing time<br />

from 75 minutes to only 50 minutes as the<br />

service speed is higher, but also because<br />

no time is needed for turning the ferry on<br />

each crossing.<br />

Cooperation with the Clipper Group<br />

in Nordic Ferry Service also led to opera­<br />


The Thor Sydfyen in the new livery of Nordic Ferry Service.<br />

tion of the ferry services, which the Clipper<br />

Group purchased from Scandlines just<br />

before Christmas 2007. It was the Spodsbjerg–Tårs,<br />

Bøjden–Fynshav and Fanø–Esbjerg<br />

services.<br />

“It is our intention that the same type<br />

of efficient ferries serve all the routes with<br />

Esbjerg–Fanø as the only exception”, says<br />

Mads Kofoed.<br />

Some of the ferries on option could be<br />

destined for the Spodsbjerg–Tårs service,<br />

which at present is served by three ferries<br />

built in 1976, 1982 and 1984. The contract<br />

for serving this route runs to 2010 and<br />

until then nothing will happen, but if the<br />

new bidding round before 2010 is won by<br />

Nordic Ferry Service, two new ferries will<br />

be part of the bid from the new ferry company.<br />


If all the dreams come true, five ferries<br />

of the same type could in the future sail on<br />

Spodsbjerg–Tårs, Bøjden–Fynshav, Kolby<br />

Kaas–Kalundborg and Hou–Sælvig.<br />

“This could be very interesting, looking<br />

at it from a technical expenses point of<br />

view. And as we handle it all from Bornholm<br />

and booking of tickets is centralised<br />

in Scandlines’ old call centre in Spodsbjerg,<br />

we will have cut a lot of the administration”,<br />

explains Mads Kofoed.<br />

Painting<br />

The ferry fleet of Nordic Ferry Service will<br />

soon look like the ferries from Bornholmstrafikken,<br />

with a greenish hull and a turquoise<br />

band around the accommodation<br />

deck(s). The Bornholm ferries have had<br />

this colour for several years. Of the new­<br />



The Menja on the Fanø run on the Fanø<br />

Trafi kken service.<br />

comers, the Fanø ferries Fenja and Menja<br />

were the fi rst to change colours followed<br />

by theThor Sydfyen on the Bøjden–Fynshav<br />

run. The three ferries on the Spodsbjerg–Tårs<br />

run – the Frigg Sydfyen, the<br />

Odin Sydfyen and the Spodsbjerg – will<br />

be painted during the coming month in<br />

order to sail in the new livery at the start<br />

of the summer season.<br />

The present ferries on the Samsø runs,<br />

the Vesborg and the Sam­Sine on the Hou<br />

service and the Kyholm on the Kalundborg<br />

service, will remain in the white hull livery.<br />

TheVesborg and the Sam­Sine will be<br />


The youngest ferry on the Langelands Trafikken, the Odin Sydfyen.<br />

sold off by the old operation Samsø­Linien<br />

A/S, while Nordic Ferry Service will take<br />

over the operation of the Kyholm and the<br />

Kalundborg service. The board of directors<br />

of Samsø­Linien realised that operation<br />

and administration would be hopeless with<br />

only one ferry and made an agreement with<br />

Nordic Ferry Service to take over until the<br />

contract with Trafi kstyrelsen terminates.<br />

bent mikkelsen<br />




We have been Scandinavia’s largest port for over 300 years. In order to strengthen our<br />

position, it is important that we continue to grow. But it’s even more important that we fulfil<br />

our customers’ requirements and expectations. Day after day. That includes carrying out our<br />

work with the greatest possible consideration for the environment. For this reason, we have<br />

invested in environmentally-friendly measures such as supplying vessels with shore side electricity,<br />

Working Ecodriving and vapour recovery. We have also invested significantly in increased<br />

railway transport. Since 2001, railway volumes have more than tripled, which means huge<br />

gains for the environment. Thus, we will continue to grow and develop. And we will do it in a<br />

justifiable way. Both today and tomorrow.<br />


scp reklambyrå



With the SPS tecnique cargo decks can be repaired at the same time as other work is carried out on the vessel.<br />

Beams are placed as weights to each new plate to prevent them from slanting.<br />

Sandwich plate<br />

on Kapella car deck<br />

In January the Estonian ship repair<br />

and conversion company SRC<br />

Laevateenindus invited its current and<br />

potential clients to observe a vessel<br />

repair work. The ship in question was<br />

the Tallink ro-pax Kapella, where a<br />

new car deck was being installed.<br />

The theoretical explanations were provided<br />

by the British company Intelligent Engineering<br />

(IE), which is implementing the<br />

new technology. Called Sandwich Plate<br />

System (SPS) overlay, the technique resembles<br />

a sandwich: between two steel layers<br />

there is a layer of polymer that tightly fills<br />

the space. According to IE, one of the<br />

advantages of this method is that grooves<br />

do not develop quickly on the spots under<br />

constant pressure from the lorries’ wheels<br />

because the polymer layer distributes the<br />

pressure more evenly along the whole steel<br />

plate. Furthermore, the metal surfaces in<br />

dense contact with the polymer are not<br />

susceptible to corrosion. This ensures that<br />

the deck will last longer.<br />

Faster and cheaper<br />

One advantage of the new technology that<br />

shipowners find interesting is that cargo<br />

decks can be repaired at the same time as<br />

other work is carried out on the vessel,<br />

with the deck plate replacement process<br />

not requiring disassembly of the equipment<br />

below it. IE’s experience is that when<br />

The technique resembles<br />

a sandwich: between<br />

two steel layers there<br />

is a layer of polymer that<br />

tightly fills the space.<br />

the SPS overlay method is applied, only<br />

44 per cent of steel, 11 per cent of working<br />

hours and 25 per cent of overall repair<br />

time is needed compared to the traditional<br />

repair method. The vessel will spend less<br />

time out of operation and the shipowner<br />

will also save on later maintenance costs.<br />



New plates are placed on knobs upon the old plates to provide space<br />

between them. The plates are welded together.<br />

This technology has already been<br />

applied to cargo holds and decks of several<br />

ships. The first vessels were repaired using<br />

this method less than a decade ago and are<br />

mainly operating on shipping lines near<br />

England. SRC can be considered a true<br />

pioneer in introducing this method to the<br />

Eastern shores of the Baltic Sea. Prior to<br />

the Kapella, SRC used the method on the<br />

Tor Baltica in Göteborg, Sweden.<br />

“At first IE representatives normally head<br />

to the location themselves, but once SRC<br />

has proven to be a capable partner, and<br />

received additional training as well, our<br />

shipyard will be able to use the SPS overlay<br />

technology independently”, explained<br />

Hannes Lilp, Chairman of the Board of<br />

the SRC Group.<br />

Just two trailers<br />

The deck of the Kapella was strewn with<br />

steel plates and welding equipment, which<br />

is quite usual for such repairs. The unusual<br />

thing was that there were just two trailers,<br />

one housing the IE mobile pumping<br />

station and the other containing a pile of<br />

chemical containers for on-site polymer<br />

production.<br />

20 mm knobs were fastened to the old<br />

deck plates to serve as supports for the<br />

newly installed steel deck plates. Via holes<br />

made in the corners a two-component<br />

composite material was pumped into the<br />

space between the old and new plates.<br />

Magnets were used to attach beams as<br />

weights to each new plate to prevent them<br />

from slanting, and the pumping continued<br />

until the mixture began to seep from the<br />

opposite corners of the plate. As the poly-<br />

mer tightly fills all of the space between<br />

the plates, corrosion is no longer an issue.<br />

Peep Mets, Technical Director of SRC<br />

Laevateenindus, explained that the entire<br />

car deck of the Kapella was replaced. As<br />

there are usually grooves on the old deck<br />

surface, the polymer fills these as well and<br />

the new deck surface is smooth. The deck<br />

will not rust, even on the outer side, as<br />

the technology excludes pooling of water.<br />

In this case 200 square meters of deck on<br />

the Kapella was replaced using the traditional<br />

method of crop and replace, while<br />

the remaining 1,100 square meters were<br />

repaired using the SPS overlay technology.<br />

Engine room untouched<br />

The theoretical advantages of the SPS<br />

overlay technology became evident also in<br />

practice during the Kapella repairs. Because<br />




The last of the<br />

new plates<br />

is lifted into<br />

position.<br />


Two-component composite material is pumped into the space<br />

between the old and the new plates.<br />

there was no need to cut out the old deck<br />

to replace the plates, working hours and the<br />

overall duration of repairs fell. The engine<br />

room of the Kapella is situated below the car<br />

deck and, in view of fire safety regulations,<br />

this would have required the removal of several<br />

kilometres of electrical cables and pipes<br />

for the duration of the welding work with<br />

their subsequent re-installation. It should<br />

be noted that the engine room was being<br />

repaired at the same time, as the lower layer<br />

of plates did not overheat while the deck was<br />

being replaced using the new method.<br />

Composite materials serve as insulation<br />

as well, reducing fire hazard, structural<br />

noise and vibration levels. The next vessel<br />

on which the car deck will be repaired by<br />

SRC using the new technology is the ro-ro<br />

vessel Finnforest.<br />

madli vitismann

PäR-HENRIk SjöSTRöM<br />

fleet news<br />

Editor: Pär-Henrik Sjöström ~ Phone: +358 2 242 62 50 ~ E-mail: par-henrik@shipgaz.com<br />

New Margrethe Mærsk from Lindø<br />

A. P. Møller-Mærsk has taken delivery<br />

of the first of six in a new series of container<br />

ships from their in-house shipyard<br />

at Odense. The vessel is the Margrethe<br />

Mærsk and along with its sisters it will be<br />

the last container ship from the shipyard in<br />

Odense for quite some time.<br />

A. P. Møller-Mærsk will not need container<br />

ships in the giant size for some years<br />

and at the same time the shipyard has<br />

signed up for a number of other vessels,<br />

covering capacity until 2011. During this<br />

time the yard will build several ro-ro vessels<br />

as well as cape size bulk carriers and<br />

a couple of naval vessels for the Danish<br />

navy.<br />

Changes<br />

The Margrethe Mærsk, hull no. 211, is<br />

a slightly changed version of the Gerd<br />

Mærsk, which was delivered in February<br />

2006. The change is amongst other things<br />

that it has been lengthened by some five<br />

metres, from the Gerd Mærsk’s 367.2 m to<br />

371.0 m on the Margrethe Mærsk. There<br />

has also been a change in the layout of the<br />

accommodation block, which is larger than<br />

The third cruise vessels of the Freedomclass,<br />

the Independence of the Seas, will be<br />

delivered by Aker Yards Turku shipyard to<br />

Royal Caribbean in April 2008. During the<br />

on the G-class vessels. Furthermore, the<br />

shipyard has changed the wave-breaker on<br />

the bow of the vessel. It has been diminished<br />

in order to save tons on board. The<br />

wave-breaker on the previous vessel contained<br />

some 800 tons of steel.<br />

first week of April the 339 metres long and<br />

38,6 metres wide ship underwent sea trials<br />

in the Northern Baltic Sea. Together with<br />

her sister vessels Freedom of the Seas and<br />

The Margrethe Mærsk is 115,700 DWT<br />

and has a capacity of around 9,000 TEUs.<br />

The vessel is powered by a Wärtsilä<br />

12TFlex96C engine developing 67,700 kW<br />

for a service speed in excess of 25 knots.<br />

bent mikkelsen<br />

European debut for Independence of the Seas<br />

The Independence of the Seas leaving for sea trials on 31 March 2008.<br />


The new Margrethe Mærsk leaving the shipyard at Odense for sea trials.<br />

Liberty of the Seas delivered in 2006 and<br />

2007 respectively, the 160,000 GT Independent<br />

of the Seas is the largest cruise vessel<br />

in the world.<br />

In May 2008 the Independence of the<br />

Seas will make her debut on the European<br />

cruise market with sailings from her baseport<br />

Southampton to the Canary Islands<br />

and the Mediterranean until late autumn<br />

2008. The vessel will be the largest ship<br />

ever to be home-ported in Europe. The<br />

European season ends with a Transatlantic<br />

cruise to Florida on 6 November.<br />

After that the Independence of the Seas<br />

will be employed in the Caribbean with<br />

Fort Lauderdale as home port until she<br />

again sails for European waters in April<br />

2009.<br />

pär-henrik sjöström<br />


technical news<br />

Editor: Robert Hermansson ~ Phone: +46 40 15 61 44 ~ E-mail: robert@shipgaz.com<br />

Afloat repair of jack-up rig<br />

UMC International plc has recently<br />

designed, built and installed a cofferdam<br />

system that allowed the afloat repair of<br />

spudcans of a jack up oilrig.<br />

The challenge was to create a dry working<br />

area around the support feet (spudcans)<br />

of a jack up oil rig so that repairs could<br />

be done on the top surfaces of each foot.<br />

The cofferdam system had to completely<br />

enclose each of the spudcans in turn and<br />

seal against the underside of the rig hull.<br />

When in position the area around and<br />

above the spudcan would be drained down<br />

to allow surface workers to carry out the<br />

weld repairs.<br />

The work was carried out in Esbjerg,<br />

Denmark, with only ten metres of water<br />

available and with a water visibility of less<br />

than 30 centimetres.<br />

The cofferdam<br />

The cofferdam is a bolted hexagonal steel<br />

ring with integrated ballast tanks and a flexible<br />

membrane that covered the underside<br />

of the spudcan and sealed around the steel<br />

ring. The benefits of this design compared<br />

to one in all steel are the reduced costs,<br />

reduced clearance required for installation<br />

and reduced weight.<br />

In addition to the main cofferdam sys-<br />

tem providing a watertight seal around<br />

the spudcan, a series of inflatable seals are<br />

placed between the inside of the steel ring<br />

and outside of the spudcan, to get a secondary<br />

seal system.<br />

The complete cofferdam system measured<br />

16 metres across, two metres deep and<br />

the weight is 35 tonnes.<br />

Off to Denmark<br />

The assembly was transported to Denmark<br />

and once the rig was berthed the cofferdam<br />

was lowered into the water and using airlift<br />

bags transferred to the rig. When there,<br />

it was submerged by adjusting the built-in<br />

buoyancy tanks and fleeted under the rig<br />

using chainblocks.<br />

When in position, over the spudcan and<br />

up against the hull, air was connected to<br />

the ballast tanks and the resultant upthrust<br />

forced the cofferdam against the hull compressing<br />

the main seal that interacted with<br />

the rig and cofferdam, sealing the entire<br />

system to the environment outside.<br />

Pumps were installed into the leg well<br />

from the upper deck of the rig to extract<br />

the water. When fully drained and the<br />

complete cofferdam system fully secured<br />

to the rig, the workers could carry out the<br />

job in a dry environment.<br />

ToxiRAE – new family of toxic gas tools<br />

RAE Systems Inc. in San Jose Ca. is introducing<br />

the ToxiRAE 3 family of single-gas<br />

monitors and the AutoRAE Lite bump<br />

test and calibration station.<br />

ToxiRAE 3 features a stainless steel<br />

front cover to withstand harsh environments<br />

and is available in three models:<br />

One for Hydrogen sulfide (H2S), one<br />

for high-range carbon monoxide (CO)<br />

and another one for low-range carbon<br />

monoxide.<br />

Safety certificates<br />

All the monitors have US, Canada, EU<br />

and global IECEX safety certificates for<br />

use in hazardous environments. The<br />

monitors also have a rugged stainless steel<br />

The cofferdam is a bolted hexagonal<br />

ring of steel.<br />

For more information, please contact:<br />

Penny Sparrowhawk<br />

Tel: +44 (0) 1752 698-578<br />

E-mail: penny.sparrowhawk@umc-int.com<br />

www.umc.co.uk<br />

cover for use in dirty environments. The<br />

AutoRAE Lite bump test and calibration<br />

station work together with the monitors<br />

to check for proper alarm levels and to<br />

calibrate as required. AutoRAE Lite is<br />

suitable for large corporate users who<br />

want to keep records of all calibration<br />

and alarm data.<br />

The AutoRAE Lite bump test and calibration<br />

station is small enough to be installed<br />

where it is needed, even vehicle mounted,<br />

and it provides a 12-second bump test or a<br />

full calibration in two minutes.<br />

For more information, please contact:<br />

Bob Durstenfeld, Tel. +1 408 952 8402<br />

E-mail: bdurstenfeld@raesystems.com<br />

www.raesystems.com/products/toxirae3<br />


it & communications<br />

Editor: Petter Arentz ~ Phone +47 33 40 12 00 ~ E-mail: petter@shipgaz.com<br />

Matching of buyers<br />

and sellers<br />

The maritime e-marketplace ShipServ<br />

recently announced two major enhancements<br />

to its services to transform the<br />

matching of buyers and sellers of ship supplies,<br />

services and parts.<br />

Suppliers are now able to upload their<br />

catalogues onto ShipServ’s online search<br />

and sourcing tool: ShipServ Pages.<br />

Further on, pages are now including<br />

advanced ShipServ TradeNet matching<br />

functionality. TradeNet represents an information<br />

source to extend pages searches.<br />

During last year one hundred buying<br />

organisations used TradeNet and bought<br />

for USD 750m worth of ship supplies from<br />

5,000 suppliers.<br />

Who’s who and who’s done what<br />

With TradeNet matching, buyers will be<br />

shown those suppliers that have a history<br />

in TradeNet of providing the product they<br />

are searching for.<br />

The two new developments are improving<br />

the benefits for both buyers and sellers.<br />

“Pages is rapidly becoming the who’s<br />

who of the suppliers world and TradeNet<br />

the who’s done what”, says Paul Ostergaard,<br />

CEO ShipServ.<br />

Combining the two and adding uploadable<br />

supplier catalogues gives buyers a comprehensive,<br />

searchable information source.<br />

For more information, please contact:<br />

Lone K. Jensen, Tel: +45 3341 1070<br />

E-mail: ljensen@shipserv.com<br />

www.shipserv.com<br />

www.shipserv.com/pages<br />

Integrated weather<br />

information<br />

The operator of umc.global network, Becker<br />

Marine Systems Communication, and<br />

ClearPoint Weather, a provider of global<br />

weather information services have established<br />

a strategic partnership. The terms<br />

of the agreement state that Becker Marine<br />

Systems Communication will integrate<br />

the ClearPoint High Definition Weather<br />

Service into the umc.global network. The<br />

service will provide up-to-date and detailed<br />

weather information for vessels around the<br />

world.<br />

Search is over<br />

The integration of ClearPoint High Definition<br />

Weather provides the latest weather<br />

information and weather forecasts at<br />

sea for anyone using the umc.global network.<br />

With the new service the navigators on<br />

board no longer have to search for weather<br />

data from the wide range of weather services<br />

via Navtex, radio, telephone or fax<br />

services.<br />

Umc.global network weather shows the<br />

actual conditions at the vessel’s location,<br />

tracks the vessel and sends alerts when its<br />

time to change position. As the service has<br />

advanced predictive technology, umc.global<br />

network weather allows navigators to<br />

anticipate changes in weather conditions<br />

up to five days in advance. The predictive<br />

data include winds, waves, fronts, visibility,<br />

clouds, lightning, tropical storms, bulletins,<br />

alerts and more.<br />

The service is provided directly to the<br />

ships bridge by the umc.global network via<br />

wireless, WiMax, 2GSM, 3GSM or any satellite<br />

worldwide.<br />

The intuitive graphical user interface<br />

delivers complex data in an easy-to-read<br />

display that is accessible on laptops, tablets<br />

and other PC-based systems.<br />

For more information, please contact:<br />

Friederike Himmelreich<br />

Tel: +49 40 298 67 413<br />

E-mail: fhi@umcglobal.net<br />

www.umcglobal.net<br />


Newbuilding contracts in the Nordic market<br />


Month Owner Nat Size Type Shipyard Delivery Value Remarks<br />

Feb Waxholmsbolaget Sw 31.3 m pass Uki Workboat 09 SEK 143 m 200 pax<br />

Waxholmsbolaget Sw 31.3 m pass Uki Workboat 4.10 en bloc 200 pax<br />

Odfjell No 9,000 tanker Chuan Dong SY 10 stainless<br />

Odfjell No 9,000 tanker Chuan Dong SY 10 stainless<br />

Odfjell No 9,000 tanker Chuan Dong SY 10 stainless<br />

Odfjell No 9,000 tanker Chuan Dong SY 10 stainless<br />

Odfjell No 9,000 tanker Chuan Dong SY 11 stainless<br />

Odfjell No 9,000 tanker Chuan Dong SY 11 stainless<br />

Pacific Basin <strong>Shipping</strong> Sing 11,000 roro Odense 10 USD 375 m<br />

Pacific Basin <strong>Shipping</strong> Sing 11,000 roro Odense 10 en bloc<br />

Royal Arctic Line Den 8,550 con Aker Yards Germany 2q10 587 TEU<br />

Royal Arctic Line Den 8,550 cont Aker Yards Germany 3q10 587 TEU<br />

Brøvig No 4,400 tanker Shuang Dong 10 USD 20 m<br />

Brøvig No 4,400 tanker Shuang Dong 10 USD 20 m<br />

Wallenius Sw 228 m pctc Daewoo 11 USD 98 m 8,000 CEU<br />

Wallenius Sw 228 m pctc Daewoo 11 USD 98 m 8,000 CEU<br />

Wilh Wilhelmsen No 228 m pctc Daewoo 11 USD 98 m 8,000 CEU<br />

Wilh Wilhelmsen No 228 m pctc Daewoo 11 USD 98 m 8,000 CEU<br />

Havila <strong>Shipping</strong> No 97 m offshore Havyard 7.10 NOK 700 m Havyard 855<br />

Nordic Ferry Services Den 90 m ferry Frantzis SY 09 Bøyden-Fynshav<br />

Nordic Ferry Services Den 90 m ferry Frantzis SY 09 Samsø-Kalundborg<br />

March Bryggen Tankers No 25,200 tanker Kitanihon SB 12 USD 60 m<br />

Bryggen Tankers No 25,200 tanker Kitanihon SB 12 USD 60 m<br />

DOF No 5,000 psv Aker Yards 12.10 Aker PSV06 LNG<br />

Esvagt Den 930* errv ASL Marine 10<br />

Esvagt Den 930* errv ASL Marine 10<br />

Jebsens No 25,000 bulk Vinashin 10<br />

Jebsens No 25,000 bulk Vinashin 10<br />

Jebsens No 25,000 bulk Vinashin 10<br />

Jebsens No 25,000 bulk Vinashin 10<br />

K G Jebsen No 16,600 cement Vinashin 11<br />

K G Jebsen No 16,600 cement Vinashin 11<br />

K G Jebsen No 16,600 cement Vinashin 11<br />

K G Jebsen No 16,600 cement Vinashin 11<br />

Brøvig No 4,400 tanker Shuang Dong 11 USD 20 m<br />

Brøvig No 4,400 tanker Shuang Dong 11 USD 20 m<br />

Remøyværing No 1,000c fish c Aas MV 10.09 EUR 14.5 m<br />

* = gross tons c = capacity in cubic metres All details believed to be correct but not guaranteed.<br />

Secondhand transactions in the Nordic market<br />

Month Name DWT Built Type From Price Buyer Remarks/New name<br />

Feb Havila Fame 2,580 1995 psv Havila Sh, Fosnavåg NOK 127 m Vestland Marine, Gdynia<br />

Eagle Boston 99,328 1996 tanker American Eagle Tankers, US NOK 1.7 bn Global Shipholding 2, Oslo<br />

Eagle Baltimore 99,405 1996 tanker American Eagle Tankers, US en bloc Global Shipholding 2, Oslo<br />

Eagle Birmingham 99,343 1997 tanker American Eagle Tankers, US en bloc Global Shipholding 2, Oslo<br />

Eagle Beaumont 99,448 1996 tanker American Eagle Tankers, US en bloc Global Shipholding 2, Oslo<br />

Lygra 2,719 1979 roro Goliat <strong>Shipping</strong>, Oslo USD 3.7 m Lithuania<br />

Normand Titan 2,350 1985 supply Trym Titan KS, Skudeneshavn USD 20 m undiscl<br />

Normand Trym 2,250 1984 supply Trym Titan KS, Skudeneshavn USD 20 m undiscl<br />

Rem Supporter 3,200 2008 supply Rem Offshore, Fosnavåg NOK 200 m undiscl<br />

Meriom Pride 38,900 2004 tanker Overseas Mar, Singapore USD 44.8 m A P Møller Maersk, Cph<br />

Ranfoss 4,540 1990 container Nordvest Sh, Mo i Rana USD 5.85 m undisclosed<br />

Triton af Göteborg 1,563 1979 tanker BRP Rederi, Göteborg Jacob Einarsen, Karmøy<br />

Atlantic Vigour 1,155 1974 fishing Clearwater Seafoods, Halifax Haugaland Sh, Haugesund<br />

Sveafjord 9141974 sideloader Eidshaug Rederi, Namsos NOK 12.5 m Vaage Ship Mng, Bergen<br />

Cala Palmira 14,717 1995 container Reederei Buss, Leer USD 19.5 m Container Leasing, Lyngby<br />

Jork 14,700 1996 container R R Fischer, Stade USD 19.5 m Hansen & Lange, Cph<br />

Bernhard S 14,454 1995 container Rudolf Schepers, Hamburg USD 21.2m Hansen & Lange, Cph<br />

Geofjord 1,978 1984 subsea DOF Subsea, Bergen USD 49.75 m Malaysia<br />

Skandi Hercules 3,616 2002 supply DOF ASA, Austevoll USD 100 m undiscl<br />



Secondhand transactions in the Nordic market<br />

Month Name DWT Built Type From Price Buyer Remarks/New name<br />

Sea Leopard 94,993 1990 tanker Seatankers, Oslo USD 20 m Chinese, for conv<br />

Sea Panther 97,112 1990 tanker Seatankers, Oslo USD 20 m Chinese, for conv<br />

Emmy 670 1956 bulk Fosenfrakt, Trondheim Molde Sjøtransport, Molde<br />

Mira Nor 3,240 1981 bulk Hagland Sh, Haugesund Uruguay<br />

Viking Staffa 1,210* 1974 errv Vroon Offshore, Breskens KEM Offshore, Esbjerg<br />

Dorada 1,157* 1991 guard Byron Marine, Falklands Esvagt, Esbjerg<br />

BW Eagle 75,000c 1978 LPG BW Gas, Oslo breaking<br />

Theofana M 64,000 1982 bulk Rainbow Shipmngm, Greece USD 31 m Lorentzen Skibs, Oslo<br />

Faxborg 790 1967 bulk Lyn APS, Nørresundby Chile<br />

Poseidon 1,042 1970 dry cargo Einar Sørensen, Hadsund Chile<br />

Landy 4,601 1992 dry cargo Olestra OU, Tallinn Nordgrens Rederi, Ö-vik<br />

Beffen 19,700 2007 tanker Bryggen Tankers, Bergen USD 50 m Stealth Maritime, Greece<br />

March Siteam Merkur 41,985 1981 tanker Eitzen Chemical, Oslo undisclosed<br />

Finnpulp 10,300 2002 roro Finnpulp Ltd, London EUR 121 m Finnlines, Helsinki<br />

Finnmill 10,300 2002 roro Finnmill Ltd, London en bloc Finnlines, Helsinki<br />

Finnhawk 8,699 2001 roro Parlines Roro, Oslo en bloc Finnlines, Helsinki<br />

Finnkraft 8,702 2001 roro Parlines Roro II, Oslo en bloc Finnlines, Helsinki<br />

Nord Wave 53,489 2005 bulk DS Norden, Cph USD 73 m Star Bulk Carriers, Greece<br />

Bro Erik 37,000 2005 tanker Broström Tankers, Göteborg Furetank, Donsö Furevik<br />

BW Strand 75,680c 1982 LPG BW Gas, Oslo USD 13.9 m Benelux, Greece<br />

Sandviken 34,750 1986 bulk Viken <strong>Shipping</strong>, Bergen USD 38.0 m Algoma Central, Canada<br />

Daviken 34,750 1987 bulk Viken <strong>Shipping</strong>, Bergen en bloc Algoma Central, Canada<br />

Goviken 34,750 1987 bulk Viken <strong>Shipping</strong>, Bergen en bloc Algoma Central, Canada<br />

Tor Maxima 8,500 1978 roro Goliat <strong>Shipping</strong>, Oslo P&O Ferries, London<br />

Stoc Petrea 4,500 2004 tanker Stoc Tankers, Stockholm Sirius Rederi, Donsö<br />

Stoc Regina 4,500 2005 tanker Stoc Tankers, Stockholm Sirius Rederi, Donsö<br />

Skolten 17,000 2008 tanker Bryggen Tankers, Bergen 10 yrs bb back Ship Finance Intl, US<br />

Skuten 17,000 2008 tanker Bryggen Tankers, Bergen 10 yrs bb back Ship Finance Intl, US<br />

Sea Tiger 94,000 1989 tanker John Fredriksen, Oslo USD 21 m Eternal <strong>Shipping</strong>, China<br />

Star Evanger 44,959 1980 bulk Masterbulk,Singapore USD 25.2 m Bogazzi, Italy<br />

Bow Condor 27,950 1978 tanker Odfjell Vapores, Chile breaking<br />

Bow Lancer 35,100 1980 tanker Odfjell, Bergen undisclosed<br />

BW Munin 27,980c 1989 LPG BW Gas, Oslo USD 32 m Edda Gas, Oslo tc back<br />

Alliance 2,440 1980 dry cargo Lighthouse Sh, Flekkefjord Danish buyer<br />

April Madzy 11.065 1976 bulk Red AB Donsötank, Donsö Italy<br />

* = gross tons c = capacity in cubic metres All details believed to be correct but not guaranteed.<br />

Triton av Göteborg,<br />

built in 1979 as Esso<br />

Harstad at Skaalurens<br />

Skibsbyggeri, Norway.<br />



Rates and fixtures week 15<br />

Shortsea dry bulk market report<br />

Baltic. Baltic continues to firm up as<br />

tonnage availability in all sizes remains<br />

scarce. There is good output of both steels<br />

and forest products which have proven<br />

hard to cover in the spot market with very<br />

few positions to work. 3,000 mt steels from<br />

Lower Baltic to ECUK has been covered at<br />

EUR low 20’ties while 1,000 mt of generals<br />

from Denmark inside Skaw to N.Spain<br />

was covered at EUR 67,000 lump sum this<br />

week. As a result owners have become more<br />

bullish, and are pushing for higher rates.<br />

Activity level: Firming up<br />

Scandinavia. Tonnage availability along<br />

the coast of Norway has also become very<br />

tight as most ships are fixed well ahead.<br />

Charterers are struggling to get away with<br />

spot orders as well as re-lets from Norway<br />

to Continent and French Bay while owners<br />

are taking advantage of the obvious under<br />

supply. Bunkers prices have climbed even<br />

higher, breaking through the USD 1,100<br />

p/mt barrier in major bunker positions this<br />

week.<br />

Activity level: Firming Up<br />

UK/Continent. The Continent market<br />

seems to be holding it’s own presently. Having<br />

said that it remains clear that climbing<br />

bunkers prices are pushing rates somewhat<br />

higher at the same time as a record weak<br />

US dollar naturally has an effect on rates.<br />

3,000 mt of meal from ARAG to Irish Sea<br />

is still being fixed in region of GBP 15 p/<br />

mt while 1,200 mt of coal from ARAG<br />

earningS eStiMateS on t/C<br />

BaSiS per day (Modern, Box)<br />

Size Week 15 Week 14<br />

1,250 DWT EUR 1,950 EUR 1,925<br />

1,750 DWT EUR 2,150 EUR 2,100<br />

2,500 DWT EUR 2,650 EUR 2,600<br />

3,500 DWT EUR 3,650 EUR 3,600<br />

6,500 DWT EUR 5,500 EUR 5,400<br />

MarKet SnapShotS<br />

Week 15 Week 14<br />

Brent USD 109.21 USD 102.80<br />

MGO Rotterdam USD 1,060.50 USD 937.50<br />

IFO180 Rotterdam USD 530.50 USD 501.50<br />

EUR/USD 1.59 1.56<br />

7,000<br />

6,000<br />

5,000<br />

4,000<br />

3,000<br />

2,000<br />

1,000<br />

20<br />

25<br />

to N.Scotland are seeing close to GBP 20<br />

p/mt presently. Brokers are reporting of<br />

acceptable tonnage availability in ARAG<br />

area resulting in minor changes from previous<br />

weeks.<br />

Activity level: Firming up<br />

Mediterranean. The Mediterranean market<br />

is seeing continuous brisk activity both<br />

in Eastern and Western areas with limited<br />

tonnage availability in all sizes. Cargoes<br />

remain unfixed for several days while Charterers<br />

ideas are pushed higher. Charterers<br />

have been looking to pay in region of EUR<br />

13–15 p/mt for 3,000 mt parcels of wheat<br />

from S.France to WC Italy, but with very<br />

limited interest from owners. On 3,000<br />


earning estimates past 12 months<br />

EUR/day<br />

■ 1,000–1,500 DWT ■ 1,500–2,000 DWT ■ 2,000–3,000 DWT<br />

■ 3,000–4,000 DWT ■ 6,000–7,000 DWT<br />

mt parcels of steels from Turkey to ARAG<br />

Charterers have sought to fix below EUR<br />

40 p/mt while owners have been pushing<br />

for rates closer to EUR 45 p/mt.<br />

Activity level: Firming up<br />

Fixtures<br />

– 1,200 mt fish meal EC Iceland/N.Norway<br />

fixed EUR 40 p/mt basis selfdischarge<br />

– 3,000 mt aggregates SC Norway/German<br />

Baltic fixed EUR 7.50 p/mt<br />

– 3,000 mt wheat S.France/Sicily fixed<br />

EUR 16 p/mt<br />

– 4,000 mt minerals Span Med/North Sea<br />

fixed EUR 26 p/mt<br />

norbroker shipping & trading as,<br />

flekkefjord, norway<br />


30<br />

35<br />

25.000 shipping<br />

professionals<br />

read this ad<br />

Advertise in <strong>Scandinavian</strong> <strong>Shipping</strong> <strong>Gazette</strong>. www.shipgaz.com<br />

40<br />

45<br />

50<br />

1<br />

5<br />

10<br />

Week<br />



Turbulent month on the large tanker markets<br />

It has been a volatile month for the<br />

larger crude carrier segments. Rates<br />

started to improve just before Easter on<br />

most VLCC routes with Gulf–Europe<br />

reaching WS 95 by the end of week 12.<br />

The week after, rates on this route fell by<br />

around five points, but the Clarkson’s average<br />

earnings estimate for a 2000/2001-built<br />

VLCC firmed to USD 97,047 per day. A<br />

week later, this estimate fell to USD 71, 940<br />

and it continued to drop to USD 57,415<br />

on Friday 11 April. By then, rates on Gulf–<br />

Europe had deteriorated to WS 70.<br />

The Suezmax average earnings estimate<br />

started on the same trend as the VLCC<br />

estimate and firmed over Easter to USD<br />

105,620 per day by the end of week 12. This<br />

was followed by a sharp drop to USD 67,274<br />

a week later, but in contrast to the VLCC<br />

estimate, the trend was broken in the Suezmax<br />

segment and by 11 April the average<br />

estimate stood at USD 75,369 per day for a<br />

2000/2001- built Suezmax crude carrier.<br />

The development for Aframaxes followed<br />

a different path. Earnings declined<br />

The negative trend in earnings for large<br />

bulk carriers from the end of last year<br />

and the beginning of this year was broken<br />

by Easter and levelled off after a short<br />

rebound. It is however worth remembering<br />

that this is at comfortable levels as the<br />

change of trend came at around the same<br />

levels as the lowest last year.<br />

The Clarkson’s average earnings estimate<br />

for modern Capesizes stood at USD<br />

105,872 before Easter and at USD 122,131<br />

a week later. At 4 April, the estimate had<br />

fallen back to USD 114,917, a level that<br />

was maintained a week later.<br />

During the same period, the Panamax<br />

average earnings estimate has remained<br />

fairly stable at around USD 66,000 -69,000<br />

per day. The Handymax segment has seen<br />

a steady, but rather slow decline in average<br />

earnings during the period. The Handymax<br />

average earnings estimate stood at USD<br />

55,250 per day just before Easter. On 11<br />

April, the estimate had dropped to USD<br />

48,500. Earnings on the transatlantic round<br />

voyage trip charter market have however<br />

substantially over Easter with the Clarkson’s<br />

average earnings estimate dropping<br />

from USD 71,086 per day before Easter to<br />

USD 52,143 by the end of week 12. The<br />

negative trend continued in week 13, but<br />

this was followed by a substantial rebound<br />

to USD 67,582 by 11 April.<br />

The crude oil price has since Easter has<br />

stayed above the USD 100 per barrel mark<br />

during the period with a hike at the end.<br />

The spot price reached above USD 107 per<br />

barrel Brent at the opening of the International<br />

Petroleum Exchange on Friday 11<br />

April.<br />

Torm Caroline was week 15 fixed at WS 245 for a 37,000 ts trip UK/Cont–USAC.<br />

Change of trend at comfortable level<br />

increased. Before Easter, daily earnings<br />

stood at slightly above USD 53,000. By 11<br />

April, this had grown by some USD 4,000.<br />

The Atlantic basin market for panamaxes<br />

and handymaxes has seen increased activity<br />

as the farmers’ strike in Argentina was<br />

suspended. Rates in the Capesize sector<br />

200,000<br />

150,000<br />

100,000<br />

50,000<br />

0<br />

remain at healthy levels and an 180,000-dwt<br />

newbuilding has been swept up by Cosco<br />

for a three-year charter at USD 109,000 per<br />

day. 2nd hand prices remain at high levels<br />

with USD 74 million reportedly paid for<br />

the 2005-built 55,500-tonner Jin Hai.<br />

rolf p nilsson<br />

Dry bulk freight development<br />

Atlantic round voyage,USD/day ■ Capesize ■ Panamax ■ Handymax<br />

Jul ’06<br />


Oct ’06<br />

Jan ’07<br />

Apr '07<br />

Jul ’07<br />

Oct ’07<br />

Jan ’08<br />

Apr ’08<br />

Source: Fearnleys/SSG, April 10, 2008<br />


Offshore market report April<br />

offshore rate development<br />

GBP 1,000 pSV: ■ 600/700 ahtS: ■ 15,000–16,000 ■ 20,000+<br />

140<br />

120<br />

100<br />

80<br />

60<br />

40<br />

20<br />

0<br />

20<br />

25<br />

30<br />

35<br />

The maritime offshore sector has come<br />

to experience a growing volatility in the<br />

North Sea spot market, but still with a<br />

firm long-term outlook. The global financial<br />

unrest has so far had little implication<br />

for the market fundamentals: The general<br />

shortage of energy and the high prices for<br />

oil. Yet, the financial squeeze will undoubtedly<br />

lead to medium-term consequences<br />

such as rising finance costs for exploration<br />

programs as well as for new vessels.<br />

Great variation<br />

The North Sea spot-market for supply and<br />

support ships has seen an unusual scale of<br />

variation in demand. For a fleet of some<br />

35 anchor-handlers and 32 platform supply<br />

vessels (PSVs), the uneven demand has<br />

led to sudden shifts between tight periods<br />

of lofty rates and others of bleak oversupply.<br />

During the Easter week no less than 15<br />

anchor-handlers and 11 PSVs were tied up<br />

in port in Aberdeen and Western Norway,<br />

and some vessels had to spend considerable<br />

idle time between jobs.<br />

As a result the rate level has seen violent<br />

variation, between GBP 15,000 and<br />

140,000 per day for large anchor-handlers,<br />

while PSV rates have varied between GBP<br />

6,000 and 25,000 for medium-sized units.<br />

For shipbrokers and owners, this has<br />

created quite a challenging situation from<br />

a tactical point of view: When a series of<br />

rig moves begins to roll, the first fixtures<br />

are usually concluded at low rates, stepping<br />

up as the market tightens. But for<br />

40<br />

45<br />

50<br />

1<br />

how long should the owner hold out? He<br />

might either score the highest rate, or lose<br />

out altogether.<br />

Firm standby<br />

The standby rescue sector for “Emergency<br />

rescue/response vessel” (ERRVs) is smaller<br />

part of the North Sea market with a limited<br />

number of players. This is divided into<br />

national spheres, with different requirements<br />

for the national sectors. The largest<br />

player. Viking Offshore Services Ltd<br />

of Montrose, was recently taken over by<br />

Vroon, and the Viking prefixes replaced<br />


by VOS. Esvagt of Esbjerg (controlled by<br />

A P Møller-Maersk) is a major player at the<br />

upper end of the market, while Sartor Supply<br />

and Simon Møkster <strong>Shipping</strong> remain<br />

the leading Norwegian participants. Sartor<br />

grew dynamically through consolidation<br />

last year, taking over the Rovde and Havila<br />

ERRVs.<br />

A new generation of ERRVs is now<br />

coming into service, relegating older units<br />

(often converted fishing vessels) to short-<br />

Text<br />

term jobs. Older converted supply ships<br />

are presently raising some GBP 9,000 per<br />

day for shorter term charters.<br />

Lively special vessel market<br />

The market for special vessels has continued<br />

to grow on an international scale. Construction<br />

projects in the Gulf of Mexico,<br />

offshore Brazil and West Africa have long<br />

relied on specialist contractors like Acergy,<br />

DeepSea7, DeepOcean, Technip, etc. In<br />

turn, these companies are increasingly taking<br />

specialized vessels on term-charter from<br />

owners who have invested in vessels with<br />

DP systems, ROV capability, cranes and<br />

extra accommodation for subsea construction<br />

tasks. Some of these contracts are for<br />

longer periods, but the amount of shorter<br />

commitments is increasing, as is the geographical<br />

range.<br />

dag bakka jr<br />


5<br />

10<br />

Week<br />

Some reported North Sea term FixtureS:<br />

Charterer Vessel type operation<br />

BG Group ER Kristiansand psv 1 well to support Ensco 92, end March<br />

StatoilHydro Northern Corona ahts abt 5 months off W Ireland, April<br />

StatoilHydro Northern Challenger ahts abt 5 months off W Ireland, April<br />

Maersk O&G Maersk Frontier psv 2-4 yrs from June<br />

StatoilHydro Volstad Princess psv 3 yrs firm + 2x1 yrs opt, end May<br />

Shell UK Magnus ahts until end Sept 08<br />

15<br />

Oilexco Rig Express psv extended 1 yr until April 2009 support Sedco 712<br />

Peterson Highland Bugler psv extended 1 yr until March 2009<br />

Total Island Patriot psv 60 days + opt, end March<br />

AGR UP Esmeralda psv 1 well firm, support Sedco 704<br />

Some reported FixtureS outSide the North Sea:<br />

Charterer Vessel type operation<br />

Petronas Carigali Normand Jarl ahts abt 6 months to replace N Trym, Malaysia<br />

Saipem Blizzard ahts throughout summer season, Mediterranean<br />

Eni Sea Leopard ahts 8 months from end March, Italy<br />

Didon ER Bergen psv 4 well programme from April<br />

Based on information from R G Hagland Offshore, www.hagland.com



Week Rotterdam Bunkers Crude Oil<br />

380 cSt, USD/t MDO, USD/t Brent, spot IPE, USD/brl<br />

09 462 826 100.42<br />

10 473 866 102.14<br />

11 478 899 107.72<br />

12 488 852 98.74<br />

13 480 895 103.92<br />

14 475 892 103.58<br />

15 499 956 107.84<br />

Quotations Friday each week. Source: Stockholm Chartering, www.stochart.com<br />


Size Route Week Worldscale Earnings<br />

(USD/day)<br />

VLCC Persian Gulf–UKC C/S 09 90.0 75,600<br />

280,000 10 80.0 60,800<br />

11 80.0 60,500<br />

12 90.0 75,600<br />

13 90.0 74,600<br />

14 75.0 53,100<br />

15 72.5 47,700<br />

Suezmax Cross Med 09 120.0 36,300<br />

130,000 10 150.0 55,000<br />

11 147.5 53,100<br />

12 260.0 124,900<br />

13 280.0 138,200<br />

14 150.0 54,900<br />

15 180.0 72,800<br />

Aframax North Sea–UKC 09 120.0 22,900<br />

80,000 10 120.0 22,400<br />

11 130.0 27,600<br />

12 200.0 64,800<br />

13 190.0 59,700<br />

14 155.0 41,100<br />

15 210.0 69,600<br />

Quotations Friday each week. Source: Stockholm Chartering, www.stochart.com<br />

Only seven LNG shipments<br />

from Melkøya<br />

ssg-göteborg. Since gas production<br />

began at the LNG-plant at Melkøya in<br />

August, last year, using gas from the Snøhvit<br />

field, only seven LNG shipments have<br />

been made after months of technical and<br />

design problems, reports the Norwegian<br />

daily Dagens Næringsliv. Sources told the<br />

paper that the repeated stops have cost<br />

StatoilHydro NOK 5 billion in operating<br />

losses. The cost of the project has also gone<br />

up 50 per cent, from the budgeted NOK<br />

39 billion.<br />

Taxes and manning costs<br />

hit BW Gas result<br />

ssg-göteborg. Oslo-listed BW Gas<br />

reports a USD 6.3 million pre-tax profit<br />

for Q4, down USD 44.5 million compared<br />

to the corresponding quarter in 2006. The<br />

profit was significantly affected by rising<br />

bunker costs and higher manning costs<br />

as a result of the lack of qualified officers.<br />

The result after tax was a loss of USD 577<br />

million as the company chose to book the<br />

entire tax debt resulting from the transition<br />

to a new tonnage tax regime in Norway as<br />

a cost during Q4.<br />


Index 11/4 4/4<br />

OSE2030GI** 333.49 333.51<br />

**OSE2030GI includes the shipping companies listed on the<br />

Oslo Stock Exchange.<br />


Size Route Week USD/ton<br />

Single voyages<br />

Capesize Tubarao–Rotterdam 09 30.50<br />

165,000 Iron Ore 10 33.00<br />

11 34.70<br />

12 32.00<br />

13 30.00<br />

14 33.00<br />

15 34.00<br />

Tripcharter Av. Earnings<br />

(USD/day)<br />

Panamax Cont–Far East 09 74,500<br />

70,000 10 79,000<br />

11 80,000<br />

12 79,500<br />

13 78,500<br />

14 77,000<br />

15 79,000<br />

Handymax Transatlantic, round voyage 09 50,750<br />

10 51,250<br />

11 53,250<br />

12 n.a.<br />

13 53,500<br />

14 56,500<br />

15 58,5000<br />

Source: Fearnleys, www.fearnleys.no<br />

No Sillamäe-Kotka service<br />

ssg-tallinn. Stella Company Group will<br />

not start up the passenger service between<br />

Sillamäe and Kotka during this year’s tourist<br />

season. The company will, however,<br />

look at different options to restart the<br />

service in the future. The Estonian shipping<br />

company Saaremaa <strong>Shipping</strong> Company<br />

began operating a passenger service<br />

between Sillamäe and Kotka in May, 2006,<br />

but closed down the service in October,<br />

last year. The Finnish shipping company<br />

Stella Company Group promised to restart<br />

the service.<br />


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Lit up by star-shells from the battle ship Duke of York, the Scharnhorst looked like a great silver ghost<br />

in the Arctic night. With a main armament of nine 28 cm guns, Scharnhorst was totally outgunned by<br />

the British opponent’s ten 35 cm guns.<br />

One of the most dramatic naval<br />

actions ever took place 65 years<br />

ago, when the German battleship<br />

Scharnhorst was sunk in the Arctic Ocean<br />

off the Norwegian cost.<br />

There are divided opinions whether it<br />

was a battleship duel at all, as the British<br />

forces also included cruisers and destroyers.<br />

However, it is a fact, that without the<br />

big guns of the British battleship Duke of<br />

York, the Scharnhorst would most likely<br />

have escaped into the endless Arctic night.<br />

The Scharnhorst was the last operational<br />

German battleship when she on the<br />

evening of Christmas Day 1943 left her<br />

anchorage in Lange Fjord, escorted by five<br />

destroyers. The target was an Allied convoy<br />

bound for Murmansk.<br />

The operation, with the code name<br />

Ostfront, was poorly prepared and the<br />

weather was the worst possible. The<br />

destroyers had difficulties to keep up with<br />

the Scharnhorst in the heavy seas and<br />

they came apart from the battleship while<br />

searching for the convoy. On December<br />

26, the Scharnhorst came in contact with<br />

the escorting cruisers on two occasions,<br />

but Rear Admiral Erich Bey, the com-<br />

mander of the German task force, lacked<br />

the determination to fulfil a successful<br />

attack.<br />

Operation Ostfront was aborted at noon<br />

after the second engagement with the<br />

cruisers. The Admiral gave up his attempts<br />

to break through the escort screen to reach<br />

the convoy and Scharnhorst set course<br />

towards the base at high speed.<br />

When the Germans were able to confirm<br />

the presence of a heavy British task force<br />

providing distant cover for the convoy,<br />

the information came too late. The trap<br />

was already set. The commander of the<br />

British Home Fleet, Admiral Bruce Fraser,<br />

was rapidly closing in on an intercepting<br />

course with his force consisting of the battleship<br />

Duke of York, the cruiser Jamaica<br />

and four destroyers. He had positioned his<br />

forces to cut off the retreat.<br />

In the afternoon the radar operator on<br />

Duke of York got its first contact with the<br />

Scharnhorst. The compact Arctic darkness<br />

was turned into clear daylight as starshells<br />

from Duke of York lit up the scene. The<br />

German ship was totally surprised, her turrets<br />

still trained fore and aft. Immediately<br />

thereafter Duke of York’s first ten-gun<br />


The battleship duel off Nordkap<br />

broadside thundered out at a range of less<br />

than 12 kilometres.<br />

The British scored several hits due to<br />

their accurate, radar-directed fire, but none<br />

of them were crucial. With maximum<br />

speed Scharnhorst fled Eastwards, increasing<br />

the distance to the slower British<br />

battle ship.<br />

When Scharnhorst was almost out of<br />

range the unlikely happened: A 35 cm<br />

shell from Duke of York hit the starboard<br />

boiler room and the speed dropped from<br />

29 to 22 knots. Without the superior<br />

speed the end was just a matter of time.<br />

Shrouded in dense smoke Scharnhorst<br />

burned from bow to stern and had a heavy<br />

list to starboard when the last shells were<br />

fired. Admiral Fraser ordered the destroyers<br />

to close in and deal the death blow by<br />

torpedoes. But there was nothing left on<br />

the surface but debris and hundreds of<br />

men fighting for their lives in the ice cold<br />

water. The two destroyers managed to save<br />

only 36 sailors of the total complement of<br />

1,968 before they had to abandon the rescue<br />

operation due to the danger of being<br />

torpedoed by submarines.<br />

pär-henrik sjöström<br />


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