April 21, 2006 8 RO-RORO-RO TECHNOLOGYTECHNOLOGY
THE EVER-INCREASING green fleet FINNISH OWNED SHIPS ferrying the North Sea LEADING FSG TACKS to meet new con-ro interest
Also in this issue: News Review Finance & Insurance IT & Communications SES Onboard Price: Denmark 50 DKK Market Reports Euro region 6 EUR Norway 55 NOK Technical News Sweden 55 SEK UK 4 GBP Fleet News expertise ofourpersonnel. policy servestoguaranteetheenthusiasmand are akeyresource. sector, competentandenthusiasticemployees its field.Foracompanyoperatingintheservice Finnlines’ aimistobetheleadingcompanyin A good,well-plannedhumanresource TELEPHONE: +46 (0)40-176840,FAX: +46 (0)40-176841/1751.EMAIL: [email protected] TELEPHONE: +358(0)1034350,FAX: +358(0)103434242,EMAIL:[email protected] A CAREEROPPOR WITH ROOMFORMY FINNLINES SHIPMANAGEMENT AB FINNLINES PLC PERSONALITY , PORKKALANKATU 20A,FI-00180HELSINKI, FINLAND, THE WAY TOGOINSHIPPING own competenceandexpertise. employee tocontinuouslydevelophisorher fairness andequality, encouragingevery tivating employertreatingemployeeswith to achievethisbybeingareliableandmo- lues ofFinnlines.We areconstantlyaiming Employee satisfactionareoneofthemainva- WWW.FINNLINES.FI , BOX158,SE-20121MALMÖ,SWEDEN, TUNITY Finnlines ShipManagement. please contactourhumanresourceoffi persons asYourself. lenges forthefutureistoattractnew, talented through continuoustraining.Oneofthechal- The competenceofourpersonnelisensured For furtherinformationonvacancies cr at cer
REACH COMMUNICATIONS THE SCANDINAVIAN SHIPPING GAZETTE, APRIL 21, 2006
HEAD OFFICE P.O. Box 370, SE-401 25 Gothenburg, Sweden Phone +46-31-62 95 70, Fax +46-31-80 27 50 E-mail: [email protected] [email protected] [email protected] Internet: www.shipgaz.com Rolf P. Nilsson, publisher and editor-in-chief Phone: +46-31-62 95 80 Mobile: +46-708-49 95 80 E-mail: [email protected] Lars Adrians, marketing manager Phone: +46-31-62 95 71 Mobile: +46-702-22 92 92 54 E-mail: [email protected]
BRANCH OFFICES Denmark Bent Mikkelsen, editor 20 Smedegade 13, DK-6950 Ringkøbing, Denmark Phone: +45-9732 1333 Mobile: +45-2424 1335 E-mail: [email protected] Estonia (Tallinn) Madli Vitismann, editor Mobile: +372-5038 088 41 Phone & Fax: +372-646 13 18 E-mail: [email protected] Finland 59 Pär-Henrik Sjöström, editor PB 26, FI-20741 Åbo, Finland Phone: +358-2-242 62 50, Fax: +358-2-242 62 51 Mobile: +358-400-82 71 13 26 E-mail: [email protected] Stig-Johan Lundström, sales manager Ruissalontie 10 as 22 FI-20200 Turku, Finland Phone: +358 45 32 44 99, Fax: +358 50 855 558 21 IN THIS ISSUE REGULARS E-mail: [email protected] 12 Unanswered questions 4 News Review Norway Petter Arentz, editor about the “Estonia” disaster 11 Editorial P.O. Box 31, Teie, NO-3106 Tønsberg, Norway Phone: +47-33-40 12 00, Fax: +47-33-40 12 01 14 Big changes in Russian shipbuilding 66 IT & Communications Mobile: +47-90-99 06 37 18 LPG carriers looking for better margins E-mail: [email protected] 68 Finance & Insurance Dag Bakka Jr, editor 20 Market could sustain current rig orderbook 70 Fleet News Strandgaten 201, NO-5004 Bergen, Norway Phone: +47-55-32 17 47 22 Marpol changes will impact chemical trades 72 Technical News Mobile: +47-414 56 807 E-mail: [email protected] SPECIAL FEATURE 73 SES Onboard Marit Eggen, marketing manager Norway 76 Market Reports Søndre Vøra 20, NO-3234 Sandefjord, Norway Ro-ro Technology Phone: +47-33-45 36 55, Fax: +47-33-47 30 33 82 “Viking” – well-known Mobile: +47-913-15 901 24 Ro-ro shipping is the most efficient alternative landmark in Göteborg E-mail: [email protected] to routes where bridges can’t be built. In this Odd-Einar Reseland, sales manager Sandakerveien 76 F, NO-0483 Oslo, Norway issue, SSG highlights a number of new ships, Phone: +47 22 09 69 10, Fax: +47 22 09 69 39 projects and market expectations for this spe- Mobile: +47 47 33 29 96 E-mail: [email protected] cialised and important part of the shipping Poland industry. Leszek Szymanski, editor Korzystmo 17 C, PL-78 132 Gryzbowo, Poland Phone: +48 94 354 04 84, Fax: +48 94 358 12 04 FRONT PAGE PICTURE Mobile: +48 602 579 620 Det Norske Veritas (DNV) is an indepen- E-mail: [email protected] dent foundation established 1864 with the objective to safeguarding life, proper-
SUBSCRIPTION ty and the environment. With close to EUR 95/year. For further subscription details, 6,000 employees in 100 countries, DNV’s please send an e-mail to [email protected] global network is linked by efficient infor- www.shipgaz.com mation technology. DNV’s prime assets in risk managing are the creativity, knowledge and expertise of the employ- ees. Read more about DNV on page 24. CONCORDIA ORDERS NOS. 7 AND 8 Göteborg-based Concordia Maritime Piece wage agreement has ordered an additional two 49,900 DWT P-MAX tankers at Brodosplit at Odense Steel Shipyard shipyard in Croatia, adding to the six already ordered. The vessels now ssg-ringkøbing. Odense Steel Shipyard is completed in fewer hours than agreed ordered will be delivered during the last might have found the solution for staying on, the employees and the shipyard will quarter of 2009. The deal is subject to in business in the future. Senior manage- split the profit. The new system will be a board approval. The new orders are not ment and the staff have signed agreements part of the survival plan for the yard, which based on charter agreements. “We can- changing the wage system. Instead of get- has been operating at a huge deficit for sev- not wait for falling shipyard prices”, ting paid by the hour as is the case today, eral years. says Hans Norén, MD of Concordia the blue-collar employees will work on Earlier this year the owners, A.P. Møller- Maritime. “The P-MAX concept has piecework contracts. Mærsk, made it clear that if productivity been met very favourably in the mar- There will be a bonus incorporated into does not improve in the future, the yard ket, and by having placed the first six the agreements. This means that if the job will be closed down. on long-term charters, we have secured a nice cash-flow and we feel confident about these new orders.” According to Finnlines’ CEO Antti Lagerroos: market sources, the price tag is around USD 54 million each. Increased freight rates not an option
NEW EXPORT TARIFFS FOR TIMBER ssg-åbo. Finnlines’ President and CEO, cient in some business areas. However, The Russian government has raised the Antti Lagerroos, stated in his report at the according to the report, the volume trend tariffs for timber exports. From June 1, Annual Shareholders’ Meeting that the in Finnlines’ main market areas has been the tariff for one cubic metre of round result for the first three months of 2006 is satisfactory. timber will be at least EUR 4, up from weaker than the result for the same period “The company has already initiated cor- EUR 2.50. The government hopes this in 2005. Tough competition makes it rective measures, but due to the reasons will stimulate the Russian wood pro- impossible to transfer higher costs to mentioned, the full-year result is not cessing industry. freight rates. Also measures to adjust to the expected to meet the market estimates,” changes in the market have been insuffi- Mr Lagerroos said. TWO NEW RO-PAX FERRIES ORDERED Polish Steamship Co has signed a letter of intent with the shipyard in Szczecin for 1+1 ro-pax newbuildings, which Order intake at record level will be delivered in 2009 and 2010. The ferries will have a capacity of 200 trucks for major shipyard trio and the same number of drivers. They ssg-göteborg. The world’s three largest tankers, 12 LPG tankers, eight container will be deployed for Unity Line shipyards, Hyundai, Daewoo and Sam- carriers, three drill ships and four off- between Swinoujscie and a port in the sung, are close to a record order intake for shore plants. These orders represent 42 South of Sweden. the first quarter this year. per cent of the yards’ target for the whole The total order value reached USD year, which is USD 27.16 billion, writes SHARP INCREASE IN VOLUMES Ice- 11.3 billion for 12 LNG tankers, 36 oil Lloyd’s List. landic Samskip has decided to make Helsingborg the hub for its Scandi- navia services. This could lead to a 60 per cent increase in container han- Epoxy regulations delay ship deliveries dling in the port, which currently ssg-göteborg. The implementation of the • The number of man hours required to handles about 80,000 containers per new regulations mandating epoxy-coated paint a vessel will increase 50-100 per cent. year. The Samskip subsidiary Geest tanks will delay ship deliveries. • Construction time will increase 10-20 has connections from Helsingborg to Japanese yards are now requesting a tran- days. its hubs in Rotterdam and Hull. Hels- sitional period and propose that the regula- • Production at the yards with full order ingborg will also get new direct calls tions begin to be applied to ship orders books will decrease 20 per cent. with ports in the Baltic states such as placed after the new regulations have come • The cost of vessels will increase 2-10 per Klaipeda and Ventspils. From the lat- into force, i.e. after July, 2008. cent, or USD 1 million to USD 5 million. ter, Samskip has direct road and rail Shigeru Ito at the Japanese Ministry of The Japanese authorities claim that these connections with Moscow. Samskip Transport told Lloyd’s List that applying effects will also be cumulative, which plans to increase capacity in its these regulations to ships already on means that if the first vessel is delayed ten Swedish and Baltic services by 50 per order will have the following conse- days, vessel number ten in the series will be cent. quences: several months delayed.
4 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 LARGE ORDER TO ABB Between Janu- ary and March, ABB won orders worth USD 110 million for electrical propul- ULLSTEIN VERFT sion systems and electrical power plants for 12 vessels and five offshore platforms. The orders come from yards in Norway and Asia.
AKER YARDS TO BUILD FIVE PSVS Aker Yards in Norway has received orders for another five Platform Supply Vessels (PSVs) type UT 755 LN worth a total of NOK 730 million. Options for another four vessels can be declared by mid May. The biggest order for four ves- sels, plus four options, is placed by Nordcapital Holding GmbH & Cie KG in Hamburg. The vessels are due for Island Offshore has ordered an Ulstein SX121. delivery from the fourth quarter 2007 to the second quarter 2008. The other order is from Island Offshore with delivery pri- Island Offshore orders mo November 2007 from Aker Brevik. construction vessel SHIP ORDERS FOR SAKHALIN-2 Russ- ian yards will build four vessels for the ssg-tønsberg. Island Offshore has com- tion vessels. We are proud to say that the Sakhalin-2 project, reports SeaNews.ru. missioned Ulstein Verft to build a large Ulstein Group is in the high end of the Admiralty Shipyard i St Petersburg will construction vessel, using the Ulstein X- market within developing vessels for build two ice-strengthened port tugs and Bow patent, at a cost of NOK 600 million. demanding marine operations. By devel- the yard Zvezda in Primorsk will build This particular design is called Ulstein oping state of the art vessels from top to two mooring cutters. The orders are part SX121 and will be the first special purpose bottom in cooperation with customers of a contract between Sakhalin Energy vessel from Ulstein Design. like Island Offshore, I believe these ships and Svitzer Wijsmuller Sakhalin, which “As oil installations move from the sur- will make a significant impact on the is worth USD 140 million. face to deep sea, we see an increasing international offshore fleet,” says Tore demand for subsea and offshore construc- Ulstein. FIRST D-CLASS VESSEL DELIVERED Göteborg-based tanker operator Broström has taken delivery of Bro STENA DRILLING HAS ORDERED ONE MORE DRILL-MAX Stena Drilling has ordered a Deliverer, the first of four 14,500 DWT sister vessel of the drill ship ordered last year from Samsung Heavy Industries in South tankers of D-class design, form Jinling Korea. According to the shipyard, the price tag is USD 550 million, USD 30 million Shipyard in China. The remaining more than for the first vessel. This is the most expensive vessel ever built in South three will be delivered during this year Korea. The drill ship, capable of drilling down to a depth of 11,000 metres, will be deliv- and in the beginning of next year. The ered in June 2008. D-class product tankers are the first tankers to be built to DNV Clean Design notation, and with catalytic Esso takes Mowinckel tanker converters on all engines. ssg-tønsberg. Esso has concluded a long- to market reports. Mowinckel has a long- ORDERS FOUR IMO II VESSELS Norwe- term charter for a 6,000 DWT chemi- standing working relationship with Esso, as gian owner Arne Blystad has ordered cal/product tanker newbuilding to be the oil company has had the 27,800 DWT four 25,000 DWT IMO II pro- delivered to JL Mowinckels Rederi from a tanker Lista, built in 1995, on charter for duct/chemical tankers at Korean yard Turkish yard during the summer, according more than ten years. Deasun Shipbuilding & Engineering Co, all for delivery in 2008. The price has not been officially revealed, but is MACGREGOR RORO EQUIPMENT FOR COLOR LINE’S NEWBUILDINGS MacGregor has said to be around USD 35 million received an order for ro-ro equipment for Color Line’s two high-speed ro-pax ferries, each. Blystad also has four 12,800 which are under construction at Aker Finnyards. MacGregor will supply bow doors and DWT vessels on order at Samho Ship- stern ramps as well as car deck access ramps and hoistable car decks and also pilot/bunker building and two at 21st Century Ship- doors and passenger doors. building, both in South Korea.
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 5 IMAREX MERGE WITH NOS Interna- tional Maritime Exchange (Imarex) and NOS are lining up to merge the owner- ship of the two companies into a new holding company, which will retain the PÄR-HENRIK SJÖSTRÖM Imarex listing on the Oslo Stock Exchange. The new merged company will have a market capitalisation of approximately NOK 750 million, or USD 114 million. NOS clearing equity will be sold to VPS – Verdipapirsen- tralen (Norwegian Central Securities Depositary) for NOK 175 million.
SOVCOMFLOT ORDERS MORE Sov- comflot has contracted for a further two 47,400 ton product tankers with Admiralty Shipyard. This means that the shipping company has ordered a total of eight vessels of this type in addition to which it is negotiating for a With assistance of two icebreakers and three tugs, “Freedom of the Seas” left Åbo. ninth. According to SeaNews.ru, the price per vessel had been stated earlier to be about USD 30 million. Successful bridge passage ssg-ringkøbing. Royal Caribbean Cruise speed of 19.5 knots without touching the SECOND EMSA CALL The European Line had a successful passage of the Great bridge. The 338-metre Freedom of the Seas Maritime Safety Agency, EMSA, has Belt Bridge last Friday, when the latest will start its sailings later this month from launched a second call for oil spill newbuilding from Aker Finnyards yard in Oslo. response vessels. The budget is the Turku, the Freedom of the Seas, on its maiden Freedom of the Seas is the world’s largest same as in the first call, EUR 17.5 mil- voyage from Finland to Norway. passenger vessel. The vessel left Aker Finn- lion, and this time EMSA is looking for The passage was rather tricky as the ships yards in Åbo on April 13 with Hamburg as ships and equipment to improve airdraft only leaves some 1.5 metres space its first destination. On May 3, the vessel response in the Atlantic and the to the bridge. Passage planning was done leaves Southampton for New York where Mediterranean. A third call to increase very thoroughly: the official naming ceremony will take response capabilities in the Black Sea The ship had to pass on low water level place. Another two sister vessels will be will be launched next year. and with a speed of 18–19 knots in order built by Aker Finnyards before the start of to set the ship 1.5 metres in the water. It all the gigantic vessel project Genesis for FIRST IN NEW PANAMAX SERIES went successful and the ship passed with a RCCL. Volkswerft Stralsund GmbH has deliv- ered the first in a series of eight con- tainer vessels for A. P. Møller-Mærsk DRILL-SHIP DAY RATES SOAR Day rates for modern drill-ships keep on increasing and the Group. The first ship was named Jack Ryan, owned by Global Santa Fe, has been booked for four years from spring, 2009, at Maersk Boston by Lady West, wife of USD 425,000 per day. According to broking sources, Transocean has also reported a day First Sea Lord, Admiral Sir Alan West. rate of USD 450,000 from about the same dates, but this is for a dual drilling system vessel. The panamax-sized container carrier is a further development of the M-Class vessels from the 1980s. Odfjell Drilling rigs sold to Bermuda CHEMICAL TANKERS FOR UTKILEN ssg-tønsberg. Odfjell Drilling, controlled same taxation system as the ship owning Bergen-based Anders Utkilens Rederi by Marianne and Helene Odfjell, has sold companies. Odfjell Drilling has also has ordered three 9,500 DWT chemical its three semi-submersible drilling rigs, the announced a group profit for last year of tankers at the Cantiere Navale De Poli Deepsea Bergen, Deepsea Delta and Deepsea NOK 148 million after tax, compared with yard in Italy for delivery in early 2008. Trym, to a Bermuda-registered company. a loss of over NOK 1,0 billion in 2004, The ice-classed vessel is designed to The transaction was formally concluded in mainly due to NOK 900 million in depre- have 18 stainless steel tanks and will be December, but the rig continues to fly the ciation of the drilling rigs. The prospects deployed in the North Europe/Baltic Norwegian flag. for Odfjell Drilling appears to indicate fur- trade. Utkilen currently operates 30 The transfer of the rig ownership is a ther improvement this year. One rig has chemical tankers between 2,500 DWT result of the new arrangement whereby rig employment until 2011 and two until and 17,000 DWT. owning companies no longer have the 2009.
6 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 KLASCO DISTRIBUTES PROFIT Accord- Norway cannot afford ing to the news agency BNS, Lithua- nia’s largest stevedoring company, Klas- to use new frigates co, reported a profit of LTL 13.4 mil- lion (EUR 3.9 million) for 2005. The ssg-tønsberg. After having invested The problem is that the minister of annual general meeting decided on a NOK 23 billion in five new frigates, it now finance, Kristian Halvorsen, from the left- dividend of LTL 21 million (EUR 6 appears that the Royal Norwegian Navy ist socialist party (SV), has refused to million), which includes LTL 600,000 cannot afford to operate the Spanish-built loosen the purse-strings to make the fund- (EUR 173,800) in the form of bonuses vessels. The first frigate was taken over late ing available. The minister of defence, for senior management and the board. last week, but the navy is NOK 600 million Anne-Grete Strøm-Erichsen, from the short in the operational budget to 2009 to Labour Party, has promised the money will NEMI TARGET FOR TAKEOVER Oslo- operate all the vessels. be there in time. based Nemi Forsikring – the marine and energy insurer – has received a USD 129 million takeover approach from an unknown bidder claiming to have Deltamarin forms joint venture in China acceptance investors controlling 55 per ssg-åbo. The Finnish company Delta-Sig- The new company Shandong Delta- cent of the shares. Nemi’s board has ma Ltd, which is the owner of Deltamarin marin Ship Design Co., Ltd has its office in said it would not recommend the offer Ltd and Deltamarin Contracting Ltd, and Weihai City, Shandong Province. price of NOK 62.50 per share. Until a the Chinese state-owned Shandong New The company will start working with a few days ago, Nemi was known as Nor- Shipbuilding Heavy Industries Co., Ltd have personnel of 30, majority of them coming way Energy and Marine Insurance. established a joint venture to provide techni- from the engineering department of the cal and engineering services to Chinese ship- shipyard. As the market expands the number HÖEGH ANNOUCES HIGHER PROFITS building and marine industry market. of employees will be increased to about 100. Leif Höegh & Co, which took delivery of yet another 6,100 car capacity PCTC on Friday, has announced higher oper- MAERSK ON THE MOVE IN UK The Maersk Co. Ltd, London, founded in 1948 and the ating profits of USD 154.0 million oldest subsidiary in the Maersk Group, has announced the move of its shipowning activi- before depreciation for 2005 compared ties from central London to Newcastle, in the North East of England. The move was with USD 137.0 million a year earlier. announced some days ago at the naming of the Maersk Gosforth in Southampton. The con- However, the operating profit was up tainer carrier is the third new ship to The Maersk Co. Ltd., this year. It was named after only marginally from USD 127.0 mil- Gosforth, which is a suburb of Newcastle in order to support the choice location for the lion to USD 130.0 million. The com- new office. Some 100 persons will be employed at the division in Newcastle, which has a pany took delivery of one LNG carrier strong and long seafaring tradition. in January and another is due this month. Last year, the strategy of focus- ing on LNG and ro-ro was fully imple- mented. The company expects growth The top off of Port of Esbjerg’s profit to continue throughout 2006. ssg-ringkøbing. The Port of Esbjerg Graadyb fairway). The profit was DKK reported a weaker profit in 2005 than the 22.5 million before extra ordinary income WILSON BUYS STAKE IN NESSKIP year before despite an increase in goods of DKK 1.2 million and the final profit was Bergen-based small bulker owner/oper- volume. Extra dredging and no extra DKK 23.7 million, which represents a drop ator Wilson has bought a controlling income is the explanation for the result. of 17 per cent. In 2004, the extra income stake in Reykjavik-based bulker owner Net turnover increased three per cent to was DKK 9.9 million giving a profit of Nesskip for USD 19.27 million. DKK 93.4 million compared with DKK DKK 28.4 million. Cargo volumes were Nesskip has a fleet of six vessels, of 90.6 in 2004. 4.0 million tonnes, an increase of 100,000 which three are fully owned and three Dredging costs rose 13 per cent to a total tonnes compared with 2004. are controlled. There is also ownership of DKK 18.4 million (some 1.4 million The category trailer/containers increased of two chemical tankers. cubic metres have been removed from from 1,689,000 units to 1,886,000 units. AKER ORDER FROM VOLSTAD Volstad Shipping in Ålesund has ordered a Plat- HÖEGH ORDERS TWO LNG CARRIERS AT SAMSUNG Leif Höegh and partner Mitsui OSK form Supply Vessel (PSV), type ST- have ordered two 145,000 cbm LNG shuttle and regasification carriers at Samsung Heavy 2216 CD, at Aker Yards for approxi- Industries with an option for a third vessel. Delivery starts in the fourth quarter of 2009 mately NOK 260 million for delivery and the price tag is USD 290 million each. As we wrote in February, the vessels are des- in June, 2008, from Brattvaag. This tined for the Höegh Neptune LNG terminal project in Massachusetts Bay. Höegh is work- PSV type has a 5,000 tonne cargo ing on this terminal project with French company Suez Global LNG and the total invest- capacity. ment is likely to be around USD 1.0 billion. SWEDISH VESSEL TO SCOTLAND Hays
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 7 BRAX SHIPPING Engelbrektsgatan 26, SE-411 37 Gothenburg, Sweden Phone: +46-(0)31 18 32 00 Telefax: +46-(0)31 18 32 60 e-mail: [email protected] www.braxship.com Ships in Aberdeen, the Danish/Scot- MacAndrews and Kursiu Linija tish operator, has purchased the for- mer Swedish naval support vessel discussing collaboration Gålö. The vessel has been taken over, and will soon sail to a shipyard to be ssg-göteborg. The CMA-CGM-owned form and scope of this collaboration. Kur- converted into a survey vessel. Hays shortsea operator MacAndrews is dis- siu Linija has a fleet of seven container Ships already operates several ships in cussing collaboration with Lithuanian Kur- feeder vessels in North European traffic. a variety of underwater projects in the siu Linija. MacAndrews wants to increase MacAndrews operates five shortsea services survey, ROV and construction mar- its presence in the Baltic market and in Europe in addition to three transoceanic kets. The Gålö will be renamed Kom- expects to reach a decision shortly on the services. mandor Stuart when it is ready for ser- vice.
STENA LINE STRENGTHENS FREIGHT TRAFFIC ON THE IRISH SEA Due to a significant “ALANDIA” SOLD TO MED Rederiak- increase in demand, Stena Line has decided to deploy the 2,100-lane metre Stena tiebolaget Eckerö on Åland has agreed Seatrader, built 1973/87, on the Holyhead-Dublin run from July. Cargo volumes on the to sell its ferry Alandia to a buyer in the Irish Sea were 2005 up by 16 per cent compared to the year before. Stena Seatrader cur- Mediterranean. The ferry, currently rently runs on the Hoek van Holland-Killingholme service. During the late autumn laid-up in Mariehamn, is no longer and winter this year, this service will be strengthened by two ro-paxes ordered by Stena needed as a summer ferry on the Eck- RoRo from Norwegian Fosen Mek Verksted. erö–Grisslehamn run. During the peak season, the ferry Roslagen will join the service together with the Eckerö (ex Jens Kofoed), which was deployed on the ”Pride of Telemark” will run on schedule route this winter. from Strömstad next month ARCTIC VESSEL DELIVERED BY AKER After ice trials on the Northern Sea ssg-tønsberg. Passenger/car ferry Pride of to Strömstad link, continues to resist the Route, Aker Yards delivered the Telemark will start scheduled sailings from newcomer and is not willing to give the 14,500 DWT arctic container vessel Langesund to Strömstad sometime in May, new ferry space at the terminal. And they Norilskiy Nickel to the Russian compa- according to managing director Ole will not share the cost of extending the ny MMC Norilsk Nickel on April 11. Bjørnevik at Taubåtkompaniet, which owns quay length to accommodate the Pride of The EUR 70 million vessel was built Nye Kystlink, the operator of the ferry. Telemark, which is 20 feet longer than the by the Helsinki shipyard and is Color Line, operator of the Sandefjord Color Line ferries. intended for shipments of metallurgi- cal products from Dudinka on the River Yenisey to Murmansk. The “RUNNER 4” COULD BE LEAKING OIL IN THE GULF OF FINLAND It is possible that a 2.8 Norilskiy Nickel is a prototype vessel, km long and 1.3 km wide oil slick in the Gulf of Finland comes from the wreck of the based on the double-acting ship con- Runner 4. The Finnish coast guard vessel Merikarhu was sent to the site to investigate cept developed by Aker Yards. Accord- the feasibility of initiating oil clearance operations. The Estonian oil-spill response ves- ing to the builder, the vessel can oper- sel Kati was unable to remove the oil due to the ice conditions. The Estonian border ate on the ice-bound Arctic Ocean all guard service’s head of oil clearance, Silver Vahtra, said on Estonian TV that the cargo year round, without the assistance of owner is interested in salvaging the cargo of aluminium, which could be possible if the ice-breakers. oil is pumped away from the wreck.
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THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 9 Things are fully rolling in the ro/ro terminals.
Now that demands from industry for efficient system solutions are constantly increasing, we respond by intensifying our efforts in all parts of the port. In the ro/ro terminals this means more new berths, deeper water right up to the quayside, opening times round the clock and not least, even shorter lead times. All to be able to provide better service for our customers by means of terminals with a maximum of flexibility. In doing so we further extend our position as the natural goods hub in northern Europe.
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012-0124_210x275_SST_Roro_ENG.indd 1 06-03-31 11.50.46 EDITORIAL Public support should be used with care hort Sea Shipping has become a sea. Income from road taxation is to be support new shipping services on markets hot political issue in EU. It used to support alternatives. The Motor- where alternatives already exist. There is already accounts for more than ways of the Sea concept is a direct support an obvious risk that public funding could 60 per cent of the entire trans- to reliable, regular and frequent short-sea distort competition. If a subsidised service portation of goods in the union, services between selected ports with effi- leads to the closure of an existing service, Sand politicians want it to grow ever further. cient and non-congested intermodal trans- nothing has been gained. Maritime transport is considered energy port connections. effective and therefore more environmen- Properly used, maritime transport is by tally friendly than land-based transports. far the best alternative for cargo trans- Infrastructural costs are also almost negli- Maritime transport has ports. It also has a huge potential for an gent compared to road and rail. a huge potential increase of its environmental performance. The EU is investing heavily in a trans- Emissions can be drastically reduced by port shift from land to sea. The Marco for an increase of its installation of equipment such as catalytic Polo II program will contain earmarked environmental performance. converters. Low sulphur bunker fuel and funds for a new concept, the Motorways fuel efficiency technology could further of the Sea. add to shipping’s role as the environmen- The political support for ro-ro shipping At a first glance, it all looks as a bright tally sound alternative. is of course encouraging for ship operators, future for shipping. However, there are Public funding will have a large influence but one of the most significant arguments concerns that must be addressed. on the future cargo transportation pattern for increased maritime transport could If a kilometre-based taxation becomes a within the European Union, but it must be soon be lost. While the environmental per- too heavy burden for the industry, espe- used with care and consideration. Instead formance of trucks and lorries continues to cially in peripheral member countries, the of support to specific shipping services, the improve, there is still a lot to do in ship- transport pattern can change. Proper Motorways of the Sea funding ping. Already today there are examples introduced road taxation could promote should be directed to general where a shipping alternative to a long-haul shipping services with longer duration, investments in ports and ter- road transport will not contribute positive- parallel to motorways and railways, but if minals, accessible for all ly to air emissions. Maritime transport is a the cost is too high, there will be negative short sea shipping operators. large source of air emissions but with an consequences for the society as a whole. Another political initia- equally large potential for emission reduc- The transport of a cargo does not add to tive would be to let the trade tions. This requires incentives encouraging the value of it. If the cost for the transport with emission permits for shippers to use environmentally improved increases too much, the industry will look nitrogen and sulphur also maritime transport systems. for alternatives. Shipping in general might comprise shipping. still be a winner, but if the number of trail- Today there is no incentive in the market ers and lorries declines, ro-ro shipping will to support investments in for instance cat- suffer. Industry in countries with a trans- alytic converters. portation disadvantage, such as the Nordic The Motorways of the Sea concept and countries, will find ways to get closer to rolf p nilsson kilometre based taxation for heavy cargo their markets. This could mean movement Chefredaktör road transports are political initiatives to of production facilities to central Europe. +46-31-62 95 80 transfer goods transportation from land to The Motorways of the Sea initiative will [email protected]
VTS for the wrong reasons Sweden, the accident rate is something 56 groundings and 23 collisions during that nearly has to be put under a micro- the period 1997–2005. About 40,000 ships Clearly the new report from the Danish scope to be seen at all. Even if some of the pass Øresund every year. That accident Maritime Authorities’ accident investiga- accidents had fatal consequences – several rate is certainly not enough to waste loads tion group has a purpose: To smooth the people drowned some year ago when a of public money on setting up a VTS-sur- way for establishing a coordinated passenger vessel with fishermen collided veillance. Swedish-Danish VTS system in Øresund. with an LPG-tanker – it is really nothing Politicians and naval administrators The politicians are very keen on control- to worry about. ought to come clean instead of using the ling the water in order to avoid accidents. The report contains for instance an acci- accident argumentation. If they were saying But it is also very clear that the new report dent with a sailing boat on a Sunday trip “We want to control the traffic and see shows a tendency contrary to that aim. and another with a wind surfer in trouble. who’s sailing in the area” – it would be Measured against the number of ships Even with such “minors” incorporated, more honest. passing the water between Denmark and the grand total of accidents reached only bent mikkelsen
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 11 Unanswered questions about the “Estonia” disaster
he Commission set up by the Eston- The short response to this was: the Com- ian Government last spring to mission cannot exclude the possibility T answer six questions concerning the that there is substantial evidence which possible arms trafficking on board of the has not been seen by all the members of Estonia back in September 1994, has filed a the JAIC and about whose existence the second interim report. According to the general public has not been informed. first report submitted last autumn, the Estonian authorities were unaware of any Never recieved footage transport of military equipment. The Gov- The Commission gives several examples ernment then extended the time limits of that have come up in Estonia earlier, such the Commission’s authorizations and as how the robot camera entered the car added a seventh, more general question. deck, how the Estonian part of the JAIC On the 30th of March, the Government never received some of the footage filmed decided to disclose the second interim by the robot camera and by divers and that report. In this, the Commission has the Estonian consul in Sweden confirmed attempted to answer a question that that he hadn’t received any information many have been hoping to see from the Swedish authorities about the answered for a long time – and not accident and the survivors during the first only in Estonia. days after the accident. The Commission, headed by Mr Margus The Commission failed to establish Kurm, leading public prosecutor of the whether there are any documents classified Public Prosecutor’s Office, was to answer investigation on how the lower decks were as secret in Finland or Sweden concerning the question whether there were any signif- flooded: the water inflow could have been the sinking of Estonia. However, it was pos- icant circumstances related to the causes of analysed more precisely if the condition of sible to establish that there are three classi- the sinking of the ferry Estonia that had not the cargo, the watertight doors and fire- fied documents in the possession of the been investigated thoroughly enough. proof doors on the car deck had been US National Security Agency. The Commission chose to split that examined as well as establishing whether question into six sub-questions and, the ventilation openings were closed or Investigation continues approaching the subject with a lawyer’s open during the diving investigations. The Government has extended the time infallible logic, found several gaps and Based on the contract with the diving com- limits of the authorizations of the Com- omissions in the JAIC’s (Joint Accident pany, however, it appears that no such mission again – until the 1st of September. Investigation Commission) Final Report. tasks were given to the divers. The Riigikogu Committee set up by the Additionally, the Commission processed Estonian Parliament to investigate possible the information the JAIC Final Report was export of military equipment on Estonia in based on. Interviews with 73 people were Until then, many will 1994 will also continue its investigation also carried out, but the interviews did not and a report is due by the 1st of July. comprise shipping experts. presume that the JAIC’s Mr Rein Lang, the Estonian Minister of Final Report of 1997 was Justice and Ms Evelyn Sepp, the Vice Explosion theory not eliminated Chairperson of the Parliamentary Commit- The Governmental Commission reached a compromise in order to tee, have emphasized that although an the conclusion that sufficient research had additional examination of the Estonia not been conducted to fully eliminate the get signatures. wreck is possible due to the developments explosion theory, and sufficient checks in technology during the 12 years that have were not carried out to eliminate the theo- The Commission then had to ask itself: passed since the accident, it should be con- ry involving the hole, and finally states that are there any facts that give a justified rea- ducted jointly by Sweden, Finland and the video tapes delivered to the JAIC do son to doubt that some essential evidence Estonia. Until then, many will presume not include a tape showing that the bot- or investigation activities have been con- that the JAIC’s Final Report of the 1st of tom part of the hull had been examined cealed from the members of the JAIC December 1997 was a compromise in order and filmed to the fullest possible extent. and/or the general public, or that other- to get signatures from all nine JAIC mem- Some criticism was also put forward con- wise raise suspicions about the objectivity bers. cerning the way the JAIC carried out the of the investigation? madli vitismann
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www.oresundsvarvet.se Big changes in Russian shipbuilding
According to statistics by the CESA, industrial conglomerate IST Group 106 civilian ships, totalling 908,000 GT According to Russian increased its ownership in the Baltic Ship- and 990,000 cGT, were built in Russia in yard to 88.2 per cent, by buying 17.36 per 2005. This corresponds to 0.5 per cent sources, Russian shipyards cent of the shares from Karavan Zvezd, and 0.9 per cent of the total volume of only built 33 ships in 2002. head of New Programs and Concepts ships built in the world that year. This (NPC), a competing holding company. places Russia tenth in the ranking of In 2000 IST – also engaged in gold min- the world’s biggest shipbuilders. In pared to only seven in 1999. According to ing – had become the majority shareholder gross tonnage, the volume has the Russian Krylov Shipbuilding Research of the yard. The Government has remained increased by 2.4 times in two years, Institute, Russian shipowners have to pay in the Board with a blocking share. In Sep- and by 2.1 times measured in cGT. 15–17 per cent more for building ships in tember 2004, United Industrial Corpora- Russia than abroad, because of the customs tion (UIC), a company managing the he main shipyards in Russia are duties for imported shipbuilding equip- industrial assets of Mezhprombank, com- located in the St Petersburg area. ment and expensive local credits. pleted the transaction of acquiring a con- T Overall there are some 40 shipyards In the 1990’s, a program was initiated trolling 53.5 per cent stake in Severnaya in Russia, most of them small. aiming at merging Baltic Shipyard, North- Verf, buying the shares from NPC. According to Russian sources, Russian ern Shipyard and Admiralty Shipyards into shipyards only built 33 ships in 2002 a joint ship assembly complex in the form Coordination of activities (above a certain size), whereas 40 ships of a joint-stock industrial corporation. A year ago, in January 2005, Victor Khris- worth over USD 1.3 billion were ordered In late 2003, General Director of the tenko, the Minister of Industry and Energy, by Russian companies in Japan, South Admiralty Shipyards, Vadim Alexandrov, ordered that an Interdepartmental Com- Korea and Croatia. 17 tankers exceeding said he would like to see a united Neva mission on Shipbuilding should be set up. 100,000 DWT were ordered from abroad. Shipyards in St Petersburg. In the follow- This Commission is to coordinate the activ- 23 of the smaller ships could have been ing spring, consultants proposed the merg- ities of different governmental institutions ordered in Russia. ing of Northern Shipyard and the Baltic aimed at supporting shipbuilding activities. In 2002, Russian shipyards built 40 ship Shipyard, possibly without nationalisation. Victor Khristenko said in a press release: hulls for other European owners, com- In autumn 2003, the St Petersburg “Without a contribution of the Govern- ment aimed at creating stable structures, with an understandable and reasonable ALMAZ degree of integration, the shipbuilding industry will not be able to demonstrate a real readiness to meet the demands of the Russian shipowners. Without this process, all other measures will be void. I am assured that we need to accelerate this process. Lower taxes and better credit con- ditions will create preconditions for com- petitiveness.”
Political power struggle In July 2005, Severnaya Verf entered into an agreement with the state company Rosoboronexport providing for their coop- eration in the promotion of both military and civilian products made by St Peters- burg shipbuilders for the international market. Vladimir Pakhomov, the Rosoboronexport Deputy General Direc- tor, became a member in the Severnaya Verf Board of Directors. This is the biggest covered workshop of Almaz marine. In August last year, IST Group sold its
14 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 88 per cent stake in Baltic Shipyard to United Industrial Corporation (UIC or OPK), the owner of the competitor North- ern Shipyard. UIC/OPK is owned by JUHANI MEHTO Mezhprombank, which is controlled by Federation Council member Sergei Pugachyov. This deal was said to have been “below USD 100 million”. Since 2002, the yards have been in the middle of a political power struggle. A USD 1.4 billion contract to build two destroyers for China was first received by Northern Shipyard, then won in a tender by Baltic Shipyard, but was later, by Mikhail Kasianov, transferred to the Northern Shipyard. The conflict eased only after OPK bought up Northern Ship- yard last year from NPC. When the con- tract was published, the order book of Baltic Shipyard was said to be worth more than 600 MUSD. The merger is exactly in line with the Russian Government’s plans. The Federal Agency for Industry is plan- Admiralty Shipyard. On the slipway is a 41,000 DWT tanker of the T-Bridge type. ning to concentrate all capacities for build- Surface Shipbuilding Project of UIC. He is ing surface ships and submarines into two Alexander V Gnusarev to create the strategy for the development holdings for security reasons, Izvestia wrote of the Northern Shipyard and Baltic Ship- in August last year. The newspaper said shed some light on the yard. This move led to immediate specula- that agency head Boris Alyoshin wanted to tions that Vyborg Shipyard would also set up a holding for the construction of future of the two yards. soon be included in the new shipbuilding submarines around Sevmashpredpriyatiye conglomerate by Zavyalov selling out to in the Arkhangelsk region, where the main Shipyard, Baltic Shipyard, Severnoe, Mezhprombank. The inclusion of Vyborg base for repairing nuclear submarines, Nevskoe and Almaz design agencies. Shipyard in the group is not that interest- Zvezdochka, also is located. However, Krylov notes, the Mezhprom- ing, as it builds relatively small non-navy The “submarine” holding could also bank, which owns the two shipyards, has vessels. embrace the Admiralty Shipyards in St not confirmed the future structure of its According to information from the Petersburg and a plant in Komsomolsk-on- two yards. It is added that the integration UIC, the Federal Agency on Industry, Amur. Alyoshin is reputed to have said processes goes faster in the scientific sector, Rosprom proposes the creation of a public that the new structure might include pri- where there had been less disorder. It will and a private partnership, based upon vate enterprises. be based on a federal scientific center creat- FSUE Severnoye PKB (Northern Design According to the official, Baltiysky ed around the Krylov Institute. and Development Bureau), FSUE CMKB Zavod and Severnaya Verf, which now are It can be noted that the IST Group con- Almaz (Central Marine Design and Devel- in the process of pooling their resources, trolled Central Design Bureau Iceberg and opment Bureau Almaz) and OJSC would in the beginning consist of two dif- Specialized Boiler Design Bureau were not Nevskoye PKB as well as the two plants of ferent holdings, which would eventually part of the sales of Baltic Shipyard by IST. Mezhprombank. merge at a later stage. In early November, Sergey Zavyalov, the According to Mr Vladimir Zhelonkin, a General Director and owner of OJSC UIC Board member, Baltic Shipyard and Development plan Vyborg Shipyard, was assigned Director of Northern Shipyard will remain indepen- According to the Krylov Shipbuilding dent corporate bodies. The aggregate order Research Institute, it had in September last book, which Sergey Zavyalov is going to year together with the CNII for Shipbuild- manage, amounts to approximately USD 3 ing Technologies completed the “concept billion, according to Zhelonkin. Mr of the development of Russian shipbuild- Zavyalov will remain a member of the ing for 2006–2010.” This plan was said to Board of Directors of Vyborg Plant and a still be in the process of being approved by shareholder of owner Ako Barss Group, of the Government, and would be imple- which he (apparently) owns 60 per cent. In mented no earlier than 2006. 2004, Vyborg Shipyard had a turnover of The Institute notes that the Russian RUB 370 million. Agency for Industry confirms the idea of In an interview last April in Vedomosti, creating 2–3 large holdings of Northern “Torgovy Bridge” under construction. UIC Board chairman Alexander V Gnusarev
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 15 shed some light on the future of the two yards. He estimated the value of Severnaya Verf to be USD 600 million, and said, look- ing at the ratio between its capitalization JUHANI MEHTO degree and average annual profit level, that the yard can be compared with the largest Western shipyards: Northrop Grumman Ship Systems in the USA and Devonport Royal Dockyards in the UK. Regarding non-navy shipbuilding at Sev- ernaya Verf, he noted that the yard can incidentally work with small civilian pro- jects, including those of Sovcomflot, which the yard was then trying to win. UIC agreed with the IST Group in April, before buying its shares, that the Baltic Shipyard would give up warship building until 2008. “It doesn’t make sense to have two plants for naval orders”, Gnusarev said at Baltic Shipyard will soon be merged with Severnaya Verf. that time. reached RUB 17.4 billion, 20 per cent more yard, III International Shipyard, Nizhe- A merger likely to come than in 2002. gorodsky Teplohod, Pavlovsky Plant, NPO Based on this, it seems likely that the navy In 2004, Baltic Shipyard’s sales amount- Burovaya Technika (Drilling Machinery), shipbuilding organization of Baltic Ship- ed to RUB 9.7 billion and the taxable prof- CKB Korall and the American designer of yard will soon be merged with Severnaya it was RUB 1.0 billion. offshore platforms Friede & Goldman. Verf, although bigger ships would still be When asked if the UIC would be interest- In August last year, the MNP Onshore & built at the current location. ed in the Admiralty Shipyards, if it would Offshore Group sold its shareholding in It has also been suggested that the Baltic become a joint stock company and make a Almaz Marine Yard to Leonid Grabovets, Shipyard’s current shipbuilding facilities holding with the Rubin design office, yard manager of Almaz. would, at some stage, be closed, freeing up Gnusarev noted that they already have for- Meanwhile, the city of St Petersburg valuable land for real estate purposes – mer Admiralty chief engineer Alexander V helps to finance the training of the 5,000 another business sector of the UIC. In this Sergeevich Buzakov as director general at to 7,000 additional persons required by the scenario, new yard facilities for large-scale Severnaya Verf, and that they intend to con- shipbuilding industry in the region, in the shipbuilding would have to be built at the centrate on surface shipbuilding. next couple of years. Some 500 engineers Northern Shipyard site. and 2,000 skilled yard workers are estimat- 73.2 per cent of the Northern Shipyard’s Almaz sold ed to be needed annually, in a program shares are owned by the UIC. Another 21 In 2004, OMZ (Uralmash-Izhora Group) developed for the period 2004–2008 per cent are held by the Russian Federal announced that the company is going to including 17 different training institutions Property Management Fund. In 2003 the sell their shipbuilding division to its man- which are to train 2,200 technicians and Northern Shipyard had sales of RUB 1.17 agement for USD 50 million. The ship- 2,700 engineers with a total of 60,000 to billion, posting a net loss of RUB 254 mil- building branch consisted of Almaz Ship- attend upgrading courses. lion, although the production volume yard, Krasnoe Sormovo, Volgograd Ship- henrik segercrantz ValueAdded
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Services are provided by members of the Lloyd’s Register Group. Lloyd’s Register EMEA is an exempt charity under the UK Charities Act. LPG carriers looking for better margins eaborne trade in Liquefied Petrole- LPG freight – 12 months T/C demand is notoriously difficult to fore- um Gas (LPG) is slowly picking up USD per day cast. as petroleum gas prices are easing. The current fleet of LPG carriers is 14.5 S 50,000 However, gas prices still remain somewhat ■ 78,000 cbm modern million cubic meters, with another 5.5 mil- higher than this time last year as does ■ 51,000 cbm modern lion cubic meters on order, of which most freight, especially for the smaller VLGSs ■ 15,000 semi-ref is due for delivery from 2007 onwards. The (Very Large Gas Carriers) and for semi- VLGC segment from 40,000 cbm and big- refrigerated vessels. ger, and particularly from 60,000 cbm and Despite the uncertainty surrounding 40,000 upwards, constitutes over 75 per cent of product prices, both for LPG and ammo- the total orderbook at 4.1 million cbm. nia and the four main petrochemicals, Ocean Shipping Consultants forecast the ethylene, propylene, butadiene and VCM fleet to grow to 18.5 million cbm by 2010 (Vinyl Chloro Monomer), many analysts and to 24.6 million cbm in 2015. are quite bullish on the prospects for ship- ping. They have one thing in common: 30,000 Freight development They all count on new LPG production The VLGC segment is expected to increase projects, some under construction, and the most from 8.3 million cbm to 15.0 mil- higher demand in the main consuming lion cbm in the period. nations: the US, Japan and China. New Freight is generally a little higher now capacity is expected on stream in Norway, than 12 months ago, except for the mod- 20,000 Egypt and Angola, while existing capacity ern, big LPG carriers. A continued Quarter 2 ‘05 3 ‘05 4 ‘05 1 ‘06 in countries like Nigeria and Qatar is likely Source: Clarkson Research Services improvement is now expected for the big- to be expanded quite considerably. ger vessels until 2009, with a correction in 2010 before another improvement, reach- Higher seaborne trade ing USD 1,0 million per months in 2015. According to an analysis by Ocean Ship- LPG prices for propane This rate level is approximately the same ping Consultants the seaborne LPG trade and butane have fallen as the mid-April indications for 12 months is forecast to increase from 48 million charter. tonnes in 2004 to 68 million tonnes by quite a lot. More or less the same assessments are 2010 and 96 million tonnes by 2015. The made for the medium and large LPG carri- seaborne ammonia trade is expected to ers, which they expect will reach USD increase from around 15 million annually Europe and persistently high crude and 750,000 and USD 850,000 per month in 2004 to 18.2 million tonnes in 2010 and naphtha prices, the expected softening of respectively by 2015. 21 million tonnes by 2015. Shipments of LPG prices could be some way off. petrochemicals are forecast to increase Both propane and butane are traded Fluctuating profits from 10 million tonnes in 2004, through internationally on a spot basis and under Meanwhile operating costs are expected to 13.2 million tonnes in 2010 to 15.5 million term contracts to cover a number of car- increase a great deal through to 2015, to in 2015. goes over a specified period. Contract end up at USD 4.17 million annually for a However the nearby prospects are a bit prices are indexed to published spot-price Very Large Gas Carrier (VLGC), at USD uncertain. LPG prices for propane and quotations for LP Gas and other oil prod- 3.73 million for a Large Gas Carrier (LGC) butane have fallen quite a lot since Janu- ucts. and at USD 3.29 million annually for ary, but remain higher than 12 month ago. Similarly spot prices and the base price Medium Gas Carier (MGC). At the time of writing FOB North Sea in term contracts are determined by market Ocean Shipping Consultants say that prices for propane were marginally below conditions at the time. The products, “operating profits are forecast to fluctuate USD 500 per tonne, against USD 610 per which mainly determine the propane and with freight rates causing VLGC operating tonne in the beginning of January and butane prices, are crude oil, natural gas and profit to rise to USD 700,000 per month, USD 410 per tonne a year ago. naphtha. LGCs operating profits rising to USD Butane prices were around USD 490 per Although freight is higher for most 540,000 per months and MGCs operating tonne against USD 525 per tonne in Janu- LPG vessels now than 12 months ago and profits increasing to USD 480,000 per ary and USD 405 in the beginning of April seems to have underpinned earlier fore- month by 2015”. last year. With warmer weather all over casts of tonnage demand, LPG shipping petter arentz
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Alaskartano, FIN-21500 PIIKKIÖ, FINLAND, Tel. +358 2 477 9400, Fax +358 2 479 6222, Service 24 h +358 2 473 4105, www.langh.fi Market could sustain current rig orderbook candinavian companies – mostly Norwegian – have in the past couple SMEDVIG Sof years ordered no less than 37 jack- up rigs, 20 semi-submersibles and 4 drill ships, worth more than USD 20.0 billion. Some believe the ordering spree may turn out to be a bit frivolous, at best, while others insist the investment is astute and well timed. The comprehensive consolida- tion in rig ownership, particularly in Nor- way, is also important to enhance the Scan- dinavian position in this market. Only a few years back the number of offshore drilling companies was on the increase. SeaDrill – controlled by John Fredrik- sen – has so far bought Smedvig and Mosvold Offshore. Awilco Offshore and Sinvest are buying interests in several rig companies and work closely with several others. In many ways SeaDrill could revolu- tionize rig owning by setting up a new rig- owning company to buy rigs and rig orders from SeaDrill and Sea Tankers and others. Semi-submersible drilling rig “West Venture” was delivered to Smedvig by Hitachi in Japan in 2000. The rig can drill in 1,800 metres water depth to a depth of 9,000 metres plus. The The technique was used when Frontline derrick is a MH Double Ramrig. sold most of its tankers to Ship Finance
RIG/DRILLSHIP ORDERBOOK FOR SCANDINAVIAN CONTROLLED OPERATORS Operator Number Yard Design Delivery Type Awilco Offshore 3 Keppel FELS FELS Mod V B Dec ‘06, Dec ‘08, Jun ‘09 Jack-up Awilco Offshore 3+2 SembCorp Baker Pacific 375 ‘06, ‘07, Dec ‘07 Jack-up Aker Offshore 2+2 Aker Stord Aker H6e Feb ‘08, Oct ‘08 Semi-submersible Deep Drilling* 5 Keppel FELS FELS Mod V B Apr ‘06, Apr ‘06, ‘07, Sep ‘08, Mar ‘09 Jack-up Deep Drilling* 3 SembCorp Baker Pacific 375 ‘06, ‘07, Oct ‘08 Jack-up Maersk Contractor 2 Keppel FELS MSC DSS 21 ‘08, ‘09 Semi-submersible Maersk Contractor 4 Keppel FELS MSC CJ50 Dec ‘07, Jun ‘08, Dec ‘08, Jun ‘09 Jack-up Mosvold Offshore 2 Samsung NA Jun‘08, Dec ‘08 Drill ship Offshore Rig Services 4 Yantai Raffles NA ‘08, Jul ‘09, Jul ‘09, Jul ‘09 Semi-submersible Awilco Offshore/Sinvest 3 SembCorp Baker Pacific 375 Mar ‘07, Jan ‘08, Jun ‘08 Jack-up PetroMena** 3 SembCorp F&G ExD ‘09, ‘10, ‘11 Semi-submersible Scorpion Ofshore 5 Keppel AMFELS Le Tourneau Super 116 May ‘07, Oct ‘07, Mar ‘08, Jun ‘08, Nov ‘08 Jack-up SeaDrill 1+2 Daewoo GVA 7500N Feb ‘08 Semi-submersible SeaDrill 3 SembCorp F&G ExD ‘08, ‘09, ‘10 Semi-submersible SeaDrill 4 Keppel FELS FELS Mod V B Jun ‘06, Jun ‘07, Sep ‘07, Jun ‘08 Jack-up SeaTankers 1 SembCorp Baker Pacific 375 Dec ‘07 Jack-up Smedvig Drilling 1 Samsung NA ‘07 Semi-submersible Standard Drilling 2 Labroy Offshore NA ‘08/‘09, ‘08/‘09 Jack-up Stena Offshore 2 Samsung NA ‘07, Jun ‘08 Drill ship Thule Drilling 2 QGM F&G Super M2 Nov ‘07, Mar ‘08 Jack-up * Sinvest, ** Larsen Oil & Gas Source: Company reports and SSG records
20 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 International and chartered them back. In the future the rig industry, as well as ship- ping, need to use the equity market more aggressively and must offer adequate return AKER OFFSHORE on investors’ money. The Frontline/Ship Finance International model is one way for- ward, but there may be others.
A big market out there All of the orders placed by Scandinavian rig companies are for expensive units, which will operate in a rather costly market. This is what we can look forward to. According to The World Offshore Drilling Report 15,000 offshore wells will be drilled world- wide in the next five years. It will cost oil companies USD 189 billion to sink all these wells. Nearly 4,500 are exploration wells, costing USD 75 billion, and around The Aker H6e – seen here as an artists impression – is a sixth generation, Aker designed, semi- 10,500 are development wells costing a submersible drilling rig to be built by Aker Stord/Verdal. The rig will cost NOK 3,8 billion and total of USD 114 billion. In 2003, the total Aker Drilling has ordered two with another two options. drilling and completion expenditure was estimated to be USD 36 billion. In the next forcing a few rigs to leave the area. How- five years the expenditure is expected to sta- ever, given the contracts in place at pre- bilize around USD 37 billion per year. Some believe the ordering sent, operators would likely face significant spree may turn out to be early termination fees, so any tax increase 2006 supply/demand will probably not affect near-term opera- So far this year semi-submersible and jack- a bit frivolous, at best. tions, and 2006 should be a very strong up rig day-rates have reached all-time highs year in the region. Here again, day rates and the market remains tight. In much of have risen to all time highs and show few the past year, record high oil and gas prices time high and currently only five floating signs of slowing down”. have been sustained. However the oil drilling units have any availability this year. industry suffered quite a setback from the However, extensions could push availabili- High rates achieved damage caused by hurricanes Katrina and ty into 2007. The position is similar in For jack-ups, recent fixtures of standard Rita last year and consumers saw product many major exploration and development units have reached USD 165,000 and high- prices increase due to the ensuing supply areas. er, with expectations of attaining USD disruptions. In the US, oil companies were 200,000 this year. Meanwhile, high-spec even brought before a Senate committee to The North Sea fixtures outside Norway now routinely explain their high profits. 2006 looks like According to ODS-Petrodata the region exceed USD 200,000 and are being offered being another good year despite higher has experienced quite a recovery in the past around USD 250,000 or more. Off Nor- exploration cost. Day-rates were high last few years: way, the current leading edge rate for these year, but are likely to go higher still in “Activity in a region that had in years units is USD 295,000, with bids over USD 2006. According to ODS-Petrodata the past been referred to as ‘The Dead Sea’ is 300,000 now common. For semis, the contract backlog in the US Gulf is at an all now as strong as anywhere else in the region boasts the only floating rig in the world. A rash of contract signings in late world to currently have a USD 500,000 2005 has left literally just a few months of day rate in place, this for a contract that jack-up and semi availability for all of begins in 2007, according to ODS-Petroda- SMEDVIG 2006, with 2007 forecasts indicating a like- ta. Otherwise, leading edge rates for stan- ly shortage of four or five semis, and dard, high-spec and deepwater units range between two and six jack-ups. Three units from USD 330,000 to USD 465,000. It is are currently undergoing reactivation for understood, however, that current bids for firm contracts, leaving only two cold- semis both in and outside Norway are in stacked rigs in the region, the lowest figure the USD 350,000 to USD 400,000 range. in years. A recent announcement by the This is the sort of rates these new, high- UK Government that it was increasing the tech, deepwater semi-submersible drilling Drillship “West Navigator” was built by Supplementary Corporation Tax (SCT) tax rig will require, while the jack-ups need in Samsung and delivered in 2000 to Smedvig. rate by ten per cent has raised concern excess of USD 200,000 per day for the The drillship can operate in a water depth of 2,500 metres and is capable of drilling more there. Some believe it could result in the most sophisticated units. than 9,000 metres. cancellation of drilling plans as well as petter arentz
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 21 BROSTRÖM
Marpol changes will impact chemical trades
“Bro Ellen”
eclassification of edible oils from Chemical freight January 1st, 2007 could have a pro- The chemical tanker USD per tonnes basis easychem R found effect on freight in the ■ 5,000 tonnes Rdam–Far East seaborne chemical trade. From that date market will be hugely ■ 5,000 tonnes Houston–Rdam edible oil can only be carried in IMO II ■ 10,000 tonnes Rdam–Houston and IMO III vessels and no longer in pure expanded by a good deal 100 product tankers. more than 100 per cent. The changes entail exclusive access for these vessels to an additional 75 million tonnes of cargo, but net effect is difficult to capacity will become available. What the 80 assess as many IMO II and IMO III vessels position will be by 2015 would be based have carried edible oils for years. However, on pure guesswork and not even educated. it means that the chemical tanker market To ad to the complexity of this market it is will be hugely expanded by a good deal well to remember that easy chemicals can more than 100 per cent. From the same be carried by most of the IMO II and all of 60 date Annex I tankers will lose around 65 the IMO III vessels. Heavy chemicals can million tonnes of Annex II cargo. Experts only be transported in vessels equipped for disagree strongly on what effect the changes that trade. might have on freight rates. However, 40 changes there will be when your cargo pool Effect of US supply disruption more than doubles. Most trade forecasts However, the present market movements produced in the past few years will have to have produced a range of views of freight be adjusted to include edible oils and fats. development. One interesting one has 20 After reclassification, demand for been out forward by brokers Lorentzen & Quarter 2 ‘05 3 ‘05 4 ‘05 1 ‘06 seaborne chemicals could approach 200 Stemoco in Oslo. They say that the poor Source: Clarkson Research Services million tonnes by 2015 and could even go performance of chemical tanker freight last higher. Based on currrent fleet and order year was caused by a one-off change in ensuing disruption caused China to switch book the market could be very tight at least trading patterns as US output was hit by to Asian suppliers. Lorentzen & Stemoco up until 2009/2010, when more yard the two severe hurricanes last autumn. The argues that this explains the marginal
22 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 growth in freight last year. Since Chinese but in shipping terms it is a young ship ferent customers. Therefore thirty or more import equals roughly 20 per cent of the type, which was developed by installing tanks are not uncommon. Chemical world trade. China’s requirement for special tanks, double bottoms and suitable tankers, and especially those trading in organic chemicals was up 13.3 per cent in structural – and piping arrangement in heavy chemical, are especially strengthened 2005 and inorganic chemical imports World War II T2 tanker. For the next ten to cater for high-density chemicals. There is increased by seven per cent. years or so the trades were not too techni- also a need to use more cofferdams and But, as tonnage demand increased there cal demanding. double bottoms. A cofferdam, or a space has to be another explanation for the poor In the 1960s the chemical trade gradual- between two tank walls, often separates growth in freight rates compared with ly became more complex as more and tankers carrying cargoes, which are incom- 2003/4. They argue that Asian customer more different products were shipped. As a patible. deserted the US as the country’s chemical result the parcel tanker was developed to prices increase, mainly due to higher accommodate the growing trade volumes The tanks domestic gas prices and that hurricanes and variety of cargo. By the middle of the In order to carry a multitude of different affected production. However, the brokers decade the chemical tanker had developed cargoes the tanks in a chemical carrier are insist this is temporary phenomenon. The into a unique ship. What characterizes made of a material or coated with material real impact will come when the revisions to them is the number of tanks – as most suited to special cargoes. Early chemical Marpol kicks in next year. individual cargoes, or parcels are below 500 tankers all had stainless steel tanks, which Most people think they know what a cubic meters – to accommodate the need could resist corrosion from many of the chemical tanker or a chemical/oil tanker is, for a number of different products to dif- products and were easy to clean. However, the stainless steel is unsuitable for many MAIN CHEMICALS TRADED WORLDWIDE chemicals and different coatings had to be Organic chemicals Vegetable oils & Animal fats* Inorganic chemicals found. Today we have coatings of epoxy, Methanol Palm oil Sulphuric acid phenolic resins, zinc silicate, polyurethane Styrene Soybean oil Caustic sode and others. Some chemical tankers even Benzene Sunflower oil Phosphoric acid have tanks with one or more of these coat- P-xylene Tallow/Grease ings to be able to carry as great a variety of cargoes as possible. * classified as chemicals from january 2007 petter arentz
Price: 240 SEK Subscriber price: 220 SEK (Postal costs are not included) Let the pictures take you back to the not too distant past, before Order your books as follows: “wooden men in iron ships” took • Visit our web site and order on www.breakwater.se • Send your order by telefax +46 (0) 31 80 27 50 over from “iron men in wooden ships”.
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 23 Ask us about … ferries
Courtesy of ColorLine
The ferry market, consisting of Ropax, Cruise Ferries, Shuttle Ferries and High Speed Light Craft, is characterised by substantial tonnage requiring replacement due to age, a need for more diversified tonnage and a rapidly growing market for short sea transport.
Operators in the ferry market are today facing challenges in managing business risk while meeting the expectations of customers, employees and authorities.
DNV is a leading classification society with technical know-how on all aspects of design, construction, operations, safety, environmental, national and statutory rules.
Det Norske Veritas, Oslo Det Norske Veritas, Helsinki tel +47 67 57 99 00 tel +358 9 681 691
Det Norske Veritas, Stockholm Det Norske Veritas, Copenhagen tel: +46 8 587 940 00 tel +45 39 45 48 00 www.dnv.com RO-RO TECHNOLOGY
SSG special feature. Editors: Rolf P Nilsson, Pär-Henrik Sjöström RO-RO TECHNOLOGY The ever-increasing green fleet ...... 26 Flexibility important for the new Trafexpress vessels ...... 44 Ultra large ro-pax-vessels for Finnlines’ German traffic . . . 29 The fourth double ender to Danish domestic traffic ...... 49 Luxurious Faroese Island ferry ...... 32 Leading FSG tacks to meet new con-ro interest ...... 54 Godby Shipping builds for UPM ...... 33 Desso – a forgiving design for enhanced safety ...... 59 Finnish owned ships ferrying the North Sea ...... 36 A flexible ro-pax quartet ...... 62
“Mary”, newbuilding from Assens Skibsværft. BENT MIKKELSEN
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 25 RO-RO TECHNOLOGY
The ever-increasing green fleet
PER CRONER The critical point in the lengthening process is when the two ship-halfs are dragged apart.
he Wallenius Lines fleet of 40 200-metres ship carrying 6,400 cars on 13 car carriers in the world. With the seven PCTC:s (Pure Car Truck Carriers) is decks will join the fleet from the Hyndai newbuildings from Daewoo Shipbuilding, T constantly growing, both in size and Heavy Industries yard. Wallenius will enter the LCTC (Large Car in numbers. The vessels are operated by After this, one of the world’s largest car Truck Carriers) era. The ships will be 228 the Wallenius subsidiaries Wallenius Wil- carrying companies will build the largest metres long and have room for 8,000 cars. helmsen Logistic, EUKOR Car Carriers and United European Car Carriers, flying 28 meters added both the Swedish flag and the Singapore The first of the three ships, At the end of November 2004, the large flag. The fleet also includes ten ships elongation project at the Hyndai Vinashin owned by A.P. Möller Singapore Pte Ltd, “Don Carlos”, is due yard in Vietnam was launched. Five of the Mark 1 Shipping Pte Ltd and Volkswagen in September 2006. ships in the Boheme class have been made Transport GmbH & Co OHG. 28 metres longer and the capacity has To be able to meet the demands of a increased by 20 percent to 7,194 cars. The never-ending expansion, the company has first ship was redelivered at the beginning huge newbuilding and elongation projects. of May 2005, and the fifth and last was After the latest newbuilding, the Undine left redelivered in January this year. An addi- the Daewoo Heavy industries in Korea in PER CRONER tional three ships, the Don Carlos, Don January 2003, Wallenius has ordered ten Pasquale and Don Quijote will be elongated new ships to be delivered between June in the same way and at the same yard in 2006 and 2009. Vietnam. The first of the three ships, Don Carlos, is due in September 2006 and the Two newbuildings other two will follow in November 2006 Two 199-metres long sister ships with a car and January 2007. capacity of 6,700 will be delivered in May Before cutting the ships into two sec- and August this year from Daewoo Ship- tions, temporary bulkheads were fitted, so building & Marine Engineering. In 2007, a The elongation took about 40 days. that the forward section would float cor-
26 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 RO-RO TECHNOLOGY rectly when it was separated from the aft section. Then a part of the accommodation block was lifted off, and the cutting line PER CRONER was marked on all decks and side struc- tures. The light car deck was then cut and cables were cut and pulled back. The pip- ing was also cut and blanked off. The remaining pieces that hold the ship togeth- er were cut when the ship was dry docking. The dock was then filled with water and the forward part was floated out. Then the new mid-section, which had been waiting outside the dry dock, was floated in and followed by the returning forward part. The biggest problem during the elongation was to maintain stability when the different parts were separated from each other and afloat. When the new section had been carefully positioned, water was pumped out and the welding commenced. The working time was approximately 40 days. The vessels will keep the same service speed as before the elongation, but the fuel oil consumption will increase by approxi- mately ten percent. The first two newbuildings will be deliv- ered in May and August this year, and the third in January 2007. They will be equipped with the 7S60MC-C propulsion machinery from MAN B&W that develops 15,800 kW. The main engines will operate A lot of work is done while waiting for the moment when the ship-halfs will be joined with on heavy fuel oil, 380 cSt and the engine is the new section. equipped with low NOx fuel injection valves. While the auxiliary engines can run the ships while in ports and narrow waters. a ballast water treatment system on board on heavy fuel oil, 380 cSt, they will be Since 1996, the Wallenius fleet has been M/V Don Quijote in the end of 2003. The operated on marine diesel oil as part of using tin-free Self-Polishing antifouling system has been integrated with the ships Wallenius environmental commitment. and hence such coating is applied on the ballast system and can be operated at full While at sea, the electrical power will be newbuildings. ballast pump capacity (up to 1,000 m3/h delivered from a shaft generator. A 2,000 As to the relatively newly discovered when both pumps are working together) kW bow thruster will help manouvering ballast water problem, Wallenius installed during both ballasting and deballasting
PER CRONER Before the lengthening process … … and after. 28 meters longer with a 7,194 cars capacity. WALLENIUS
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 27 RO-RO TECHNOLOGY
able fluid is used and recirculated until it is The method is a patented consumed – that will take 25–30 years.
PER CRONER Various tests have been carried out and process of creating the results have led to further develop- ment. Biological tests were carried out in hydroxyl radicals. the summer of 2004 as a first stage evalua- tion. Even though the tests were performed have proven to be highly effective in break- on a system that was not fully operational, ing down micro-organisms and bacteria a 100 per cent mortality was noted for all and generate no by-products or toxic organisms under 50 ppm and 99 percent residues, only sterile water, when the for all organisms over 50 ppm. process is complete. Wallenius will be installing ballast water The system is an in-line solution based systems on board the newbuildings after on a combination of several units. the completion of the system development. 1. modular treatment unit handling 500 robert hermansson cubic meter per hour, 2. mechanical pre-processing/filtration for separation of larger organisms, particles and sediment, PER CRONER 3. cleaning system for the unit, 4. monitoring system. Mind the gap. When a ship is ballasting, the filter without affecting the ballasting process. residue is returned to the sea from where it Wallenius has chosen to employ Alfa- was taken. When de-ballasting, the filter is Laval’s ballast treatment system, based on by-passed to ensure that no filter residue is Advanced Oxidation Technology from formed. The unit is cleaned to keep the Benrad AB. The method is a patented glass tubing free from coatings that could process of creating hydroxyl radicals, which reduce the unit’s efficiency. A biodegrad- The important joint of the added section.
/ Ê6/ Ê Ê Ê 9"1,Ê "-/ Ê RO-RO TECHNOLOGY
“Finnstar” after launching on July 30, 2005. Ultra large ro-pax-vessels for Finnlines’ German traffic In early summer 2006 two of Finnlines’ from ro-pax-vessels built so far – their When the option for the two last vessels large and fast ro-pax-vessels from speed in combination with their size. They was declared in October 2004, Finnlines Italy will enter service between are not the fastest ro-pax-ferries in the announced that two of the vessels would Helsinki and Travemünde. At least world, but they are certainly the largest enter the Finnlink service between Finland three vessels of this type will be ones in the 25 knots service speed range. and Sweden. In a later stage it was only employed on this trade, replacing four Finnlines is building the most efficient confirmed that the vessels would be intro- older and slower vessels. concept so far in their combined freight duced in “Sweden-related traffic”. No mat- and passenger traffic between Finland and ter where the rest of the vessels will be innlines announced their order of Germany. Of the five vessels of the employed, it is obvious that they are well three large ro-pax-vessels from the Finnstar-type, at least three will be suited for several routes in Finnlines’ liner F Fincantieri Shipyard in Italy in Feb- employed on the Helsinki–Travemünde network. ruary 2004. According to the original route. Finnlines has also announced that, schedule, the first vessel should be handed depending on the market situation, it is Large capacity over in November 2005. The option for an possible that all five newbuildings will be In the design stage much effort has been additional two vessels was declared in put into service between Finland and Ger- put on the efficiency of the cargo handling. October the same year, increasing the many. Finnlines’ newbuildings have a cargo order to a total of five vessels at a contract Two of the new vessels, Finnstar and capacity of 4,200 lane metres, distributed price of some EUR 500 million. Finnmaid, will enter service in early sum- throughout four cargo decks. In the lower There are two qualities in particular that mer 2006, two in autumn 2006 and the last hold (deck 2) there are 322 lane metres, on cause Finnlines’ newbuildings to stand out one in early 2007. the main deck (deck 3) 1,436 lane metres,
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 29 RO-RO TECHNOLOGY
From the main deck to the lower hold of the four Hansa-type vessels currently in there is a hoistable ramp in the fore part of service. the hold and from the upper deck to the Strengthened to meet the rules of weather deck there is a tiltable ramp Finnish/Swedish ice class IA Super, these between the funnels. vessels should not encounter any problems In all cargo holds there are 5 metres free with ice on their route during normal win- height. ter conditions. Carrying passengers is an important fea- Powerful machinery ture on the route between Helsinki and The machinery arrangement consists of Travemünde. In addition to truck drivers, four main engines, coupled in pairs to two regular passengers frequently use the service. shafts. The Wärtsilä 9L46D engines have The passenger capacity of the Hansa-class The launching of “Finnstar”. an output of 10,395 kW each. There are vessels was 119, which has been insufficient three Wärtsilä 6L20 auxiliary engines and on that route for the last several years. on the upper deck (deck 5) 1,547 lane two shaft generators. The new vessels have a total of 567 metres, and on the weather deck (deck 7) The propellers are from RR-Kamewa and berths in 201 cabins, and the maximum 951 lane metres for cargo vehicles. This is the two rudders are of Becker high lift type. number of passengers is set at 500. Passen- equivalent to a total of 276 trailer slots. In The vessels have two bow thrusters of ger accommodation is located in the for- addition, there is a separate garage for pri- 2,000 kW each and fin stabilizers. ward part of the three lowest decks (7, 8 vate cars on two levels in the aft part of the The service speed will be about 25 knots, and 9) in the superstructure. Crew accom- superstructure with a total lane length of which means that the duration of the sea modation for 40 persons in single cabins is 300 metres. voyage between Helsinki and Travemünde located on deck 10 and the public spaces There is a drive-through possibility on will be 27 hours. on deck 11. They include a large restaurant, both decks 3 and 5 similar to that available This shortens the trip by 9 hours com- two bars, conference facilities, a shop and a on the Finnclipper-type vessels operated by pared with the same trip made by the children’s playroom. the Finnlink service. Also the Hansa-class Hansa-class vessels. It also means that Depending on the season, the crew will vessels are loaded and discharged on two Finnlines can maintain frequent service consist of about 30 persons. levels, but only through the stern. every night with three new vessels instead pär-henrik sjöström
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30 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 The port of Karlshamn is a progressive and fast growing commer- cial port located in southeast Sweden. Strategically located on the crossroads between Scandinavia and the new emerging markets in East Europe and in combination with important local industry, the Port of Karlshamn has developed into a modern ferry-port, Karlshamn thus serving as an important link between East and West. As the logistics focus in Europe shifts towards the East, Karlshamn is steadily climbing on the ranking list as “The best logistics loca- Linking business tions in Sweden”. Therefore the Municipality of Karlshamn has allocated 100 hectares of land as development area available for new businesses and expansion of the port. opportunities The port of Karlshamn is consistently developing in such new areas as, IT-systems and RoRo-berths. Today the port has the capacity for intermodal rail handling. In order to further improve the logistics, a new intermodal rail terminal will be constructed adjacent to the port. The port of Karlshamn emphasises good Visit us at: cooperation with other intermodal hubs in Scandinavia. By using rail shuttles from ports located on the other side of the Baltic Sea, ���� ���� �������������� the port of Karlshamn is linking Scandinavian to the fast growing markets in C.I.S. and the Far East. We at the port of Karlshamn see an exciting future ������ – come and join us! ��������� ���������� ������ ������ ���������� ������� ��������� ���� ����� ��������� ����������� ������� ���������� ������ ����������� ������� �������� ������ �������� �������� �� ������������� �������� ����������� ������� ������ �������� ��������� ������������ ����� ������� ������ ������ ������ ���� �� ����������� ��������
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KARLSHAMNS HAMN Karlshamns Hamn AB, P.O. Box 8, SE-374 21 Karlshamn, Sweden, Phone: +46 454 30 50 00, Fax: +46 454 30 50 30, [email protected], www.karlshamnshamn.se RO-RO TECHNOLOGY Luxurious Faroese Island ferry
SMYRIL Strandfarskip, Torshavn. Builder: Izar Construcciones Navales, San KNUD E HANSEN Fernando. No 399 Design: Knud E. Hansen A/S, København
Length o a ...... 138.0 m Length b p ...... 123.0 m Beam ...... 22.7 m Draft ...... 5.6 m Gross tonnage ...... 8,500 t Deadweight ...... 2,100 t Engines: 4 × Izar/MAN type 7L32/40, total 3,360 kW Speed: 21 knots
worth it. They consider their ferry a real gem in the Atlantic Ocean. And the Span- ish shipyard group also had to pay a penal- ty of EUR 4.4 million or DKK 34 million for the delay. The final price ended up around EUR 36.6 million.
To the capital city The Smyril serves a daily route to Torshavn “Smyril” is the most luxurious ferry in the North Atlantic. on the main island. There are two sailings per day and in the summertime three per t has been called the most luxurious fer- day. The crossing takes two hours and ry serving an island anywhere in the It is big enough to take twenty minutes with the new ferry – Iworld. It is big enough to take the around half an hour less than with the old whole population in one sailing and in a the whole population Smyril, which in the meantime has been standard corresponding to a cruise liner sold to the Caribbean for further service. serving rich Americans out of Miami. in one sailing. Originally, it was built as the Morten Such are the characteristics of the Mols in 1969 and sold to Strandfarskip in Faroese domestic ferry Smyril, which 1975. The traffic between Suderøy, its arrived at its home port of Tvøroyri in shipyards, where contracts sometimes are cities and the capital city of Torshavn is to November 2005 almost 12 months later switched to different yards within the a great extent weekend traffic with people than the deadline in the contract. The group. This is why the Smyril contract was working in Torshavn on weekdays and Spanish shipbuilder Izar Construcciones first sent to the Seville yard and then trans- going home in the weekend. So the ves- Navales took the contract home after a ferred to the San Fernando yard, which sel’s capacity is only in full use on Fridays round of EU-wide bidding and built the normally builds naval ships. This caused a and on Sundays. ferry. The building of the ferry turned out lot of problems for Strandfarskip and their The Smyril has two accommodation to be a kind of nightmare for Strandfarskip, technical advisers, the Danish company decks with facilities for passengers. The the state-owned traffic operation on the Alpha Ship Design. upper deck has restaurants and dedicated Faroese Islands. On the isle of Tvøroyri, however, the conference rooms on board. The lower The Izar group is a cluster of state-owned locals say the waiting time for the ferry was passenger deck is fitted with 34 cabins divided into two and four bunk cabins. Normally it is not necessary to sleep over, REPAIR SHIPYARD IN HELSINGBORG SWEDEN but its now possible on an overnight stay Landskrona Stål AB at Tvøroyri. The car deck has 970 lane metres of “The Shipyard in the heart of Oresund Strait” Dry dock: 112 x 16 meters Phone: +46 42 12 02 95 space for cars, including the space on a Crane cap: 40 and 5 tons Fax: +46 42 18 09 16 hoistable deck. It takes a little more than ~24 hrs service ~ E-Mail: [email protected] www.landskronastal.se 200 private cars or 25 lorries. bent mikkelsen
32 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 RO-RO TECHNOLOGY Godby Shipping builds for UPM
Flexible forest product and trailer car- riers could be a suitable description for Godby Shipping’s two newbuild- ings at the J.J. Sietas shipyard. After HÅKAN SJÖSTRÖM delivery in autumn 2007 these vessels will be taken on time-charter by UPM- Kymmene and employed in a weekly service between Finland and Spain.
odby Shipping and UPM- Kymmene have been co-operating Gsince the year 2000. It started with the opening of the Spain service, for which UPM-Kymmene chartered the ro-ro-vessels Mimer, Midas and Link Star. However, more capacity was soon need- ed due to increasing volumes in items being transported. The larger and faster Mistral was taken on charter at the begin- ning of 2004 followed by the sister ship Miranda a year later. They enabled further An artist’s impression of Godby Shipping’s newbuildings, intended for UPM-Kymmene’s liner development of the service to Spain and traffic between Finland and Spain. also made it possible to open a new service to Rouen with Mimer and Midas. vessels, which we have designed in co-oper- sels that have been ordered are of a totally Today, Godby Shipping owns four of ation with the charterer and the shipyard”, new design. The owner developed the pro- the ro-ro-vessels employed on time-charter says Managing Director Dan Mikkola of ject in close co-operation with the charter by UPM-Kymmene. The 4,491 DWT sis- Godby Shipping. company and the shipyard. ters Midas and Mimer are trading between Also Eva Mikkola-Karlström, Deputy “The vessels are flexible ro-ro-vessels, Finland and France, while the larger twins Managing Director of Godby Shipping, is which can be used on most routes, Miranda and Mistral, with a deadweight of pleased with the co-operation with UPM- although they to a certain degree are opti- 7,440 tonnes, are maintaining the weekly Kymmene, employing all but one of the mized for the Spain traffic regarding speed, Biscay-service from Hamina and Rauma to vessels in the fleet: capacity and cargo handling”, states Ms Ferrol and Santander. “We see our latest order as a further Mikkola-Karlström. intensification of the co-operation with The new vessels will be slightly larger Growing together UPM-Kymmene. They started up the than Mistral and Miranda to cope with the In February 2005 Godby Shipping ordered Spain-service with three of our smaller ves- growth trend in the amount of cargo vol- two 9,500 DWT ro-ro-vessels from the Ger- sels and in the next year they will be intro- ume on that route. Another important man shipyard J.J. Sietas. These vessels will ducing two brand new vessels ordered issue in the project is that of the economy. be taken on time-charter by UPM- especially for this route. Our fleet is grow- In line with many contemporary ro-ro-ves- Kymmene after delivery in October and ing with UPM-Kymmene’s traffic.” sels designed for short sea traffic, they have December 2007. For Godby Shipping the a service speed of 20 knots. In the Spain long-term contract with UPM-Kymmene New design service, however, a service speed of 17 provided the financial preconditions for Although the new project is to a great knots is quite sufficient for most of the such a large investment. extent based upon the operational experi- time. The new vessels will therefore be “This contract enabled us to order these ence with the Mistral and Miranda, the ves- equipped with two main engines, provid-
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 33 RO-RO TECHNOLOGY
“With our mix of forest products, we are able to utilize the vessel’s full cargo dead- weight”, Mr Moilanen explains. This has been enabled by loading addi- tional cassettes onto the weather deck in the garage beneath the superstructure. As it is under shelter, the cassettes can be loaded with paper. This also provides more space for sto-ro-cargo on the main deck.
Fast cargo handling The size of the vessels is optimal for carry- ing the basic export of UPM-Kymmene to Spain on a weekly basis. The newbuildings have been designed for fast loading and discharging. Despite the large volumes car- ried, it is possible to turn the vessels around in port in one day. The layout of the holds and the ramps are designed to support efficient cargo han- “Miranda” is one of the vessels employed in UPM-Kymmene’s Finland–Spain service. dling. The stern ramp is wide for two-way traffic and there is a separate, fixed 4-metre ing more possibilities for optimal econom- be carried sto-ro also in the future.” wide ramp for access to the weather deck ic operation of the engines in speed ranges Also, in the newbuildings cargo will be on the port side. In the aft part of the main below 20 knots. carried mainly sto-ro. Still, the vessels are deck there is a fixed ramp on the starboard The cargo-handling concept is about the designed for carrying other units too, such side to the lower hold, which at sea is same as in Mistral and Miranda. A new fea- as cassettes, trailers and containers. closed by a hatch flush to the main deck. ture in the newbuildings will be a garage aft “Approximately 15 per cent of the south- Also this ramp has a free width of four under the superstructure, which is closed bound cargo will be handled ro-ro”, metres. On the weather deck beneath the with a hatch. On the Mistral-type, the explains Altti Moilanen, director at the superstructure aft there is a garage for cas- weather deck will continue under the Seaway unit of UPM-Kymmene. settes. The vessel is designed for simultane- superstructure, which in these vessels is sit- Cassettes will be the basic cargo unit in ous cargo handling on all three decks. uated in the forward. UPM-Kymmene’s own unitized shipments The total cargo capacity in trailer lane It was also decided to place the super- and in addition to that, trailers will be car- metres is 1,900–780 metres on the weather structure aft. In addition to being more ried mainly for external customers. deck, 720 metres on the main deck and 400 comfortable for the crew in rough seas, it The vessels are also able to carry contain- metres in the lower hold. If only cassettes also provides a large deck area without any ers that can be loaded by crane onto the are carried, the total capacity is 161 units. obstacles such as casings and hatch covers weather deck. Today there are only small Free height in the lower hold and on the for ramps. numbers of containers carried by this ser- main deck is five metres. vice. Sto-ro The jumbo-reels form a challenge of Low emission engines On UPM-Kymmene’s liner service to Spain their own. Many printing houses in Europe Environmental issues have been of great the company has chosen a concept based have invested in large printing machines, importance when designing the vessels. mainly upon sto-ro-cargo handling. Sto-ro using reels with a weight of up to six or The medium speed Wärtsilä 6L46F main is derived from “stowable ro-ro”, which even eight tons. These reels are too big to engines use low sulphur fuel and will be fit- means that the cargo – mostly paper reels – be handled sto-ro and need special meth- ted with a newly developed system to is stowed directly in the holds instead of ods of ro-ro-handling. reduce NOx emissions. The engines have being carried on a cargo unit like a Mafi- an output of 7,500 kW each at 600 rpm. trailer or cassette during the sea voyage. Utilizing full deadweight The newbuildings will have one propeller UPM-Kymmene’s choice of transport A typical issue for a ro-ro-vessel on a nor- and a flap rudder, which, in combination system is based on multiple factors, such as mal trailer route is that full cargo dead- with a 600 kW stern and 1,100 kW bow maintaining a good damage ratio, efficient weight hardly ever can be reached. thrusters, ensures excellent manoeuvrabili- cargo handling and utilizing the volume of Although the volume of the holds is filled ty. The vessels will also be equipped with the cargo holds on board. up, there is still the capacity to take on stabilising fins and an anti-heeling system. Mr Moilanen sees a trend where the board more payload. With the new vessels, In order to cope with difficult ice condi- share of ro-ro-cargo steadily grows in the UPM-Kymmene and the owner have tions, the newbuildings will be built to the own liner traffic of UPM-Kymmene. Still sought a solution where the volume of the highest Finnish/Swedish ice class IA there are no dramatic changes in sight: cargo holds is optimal in relation to the Super. “In our trade the bulk of the paper will deadweight. pär-henrik sjöström
34 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 ÅÈÒ >ÈÈ\
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&I T #L I DD RO-RO TECHNOLOGY Finnish owned ships ferrying the North Sea ifteen years ago NSF (now P&O Fer- Hull/Rotterdam and later the Hull/Zee- ries) chartered two Bore-owned ships brugge trade. to boost capacity on a growing North By 1974, NSF introduced two new
F MITCHEL BARRY Sea freight route. Their compatibility with 12,988 GT/1,250 passenger vessels (Nor- the service and the operator’s requirements land and Norstar) on the service, releasing was vindicated when, in 1999, two larger the original first generation ships to com- new built Bore ships were acquired to join mence on a second route linking Hull with forces with the original pair to meet the the Belgian port of Zeebrugge. Growing escalating demand for ro-ro freight ser- from strength to strength NSF looked for vices between north-east England and the further North Sea opportunities resulting European mainland. in the opening of a freight only service on These four vessels continue to sustain a “Norsky” on the river Tees. a more southerly route between Ipswich vital arm in the forty years progression of and their well established Rotterdam one of Europe’s most successful ferry oper- freight vessels that carried a maximum of (Europoort) base. This service operated ations. 56 passengers. However, from the very first between 1977 and 1995 when constraints The company North Sea Ferries began crossing the new ro-ro ferries were on the on the size of vessels navigating the river operations in December 1965 when it inau- road to success. Orwell at Ipswich eventually proved an gurated an overnight passenger/freight ro- obstacle to progress. ro service, linking the UK and mainland Monopolization A degree of disruption to the normal Europe through the ports of Hull and Rot- The initial investment in capacity, linked day ferrying operations of NSF occurred in terdam. The vessels used were the purpose with a well conceived timetable had pro- 1982, when the Norland was requisitioned built 4,000 GT/245 passenger Norwave and duced an invincible formula. Needless to by the UK Government to fulfil the role of Norwind. say, six years on from the North Sea Ferries a troopship during the Falkland war. The There was early criticism as to their operation putting to sea, the age-long con- ship was off service for a period of twelve unconventional appearance, the method of ventional service had to concede to mod- months during which charter vessels were freight handling and unexpected passenger ernization. brought in to substitute. capacity on a long established route which From that time on North Sea Ferries and Onwards from that time business from was, up to then, covered by conventional its successors have monopolised the both the ro-ro freight and passenger/car sectors was booming resulting in the third generation 31,000 GT/1,250 passenger superferries Norsea and Norsun arriving
ROB DE VISSER mid 1987 to take over the Hull/Rotterdam route. Having been lengthened and now measuring 26,900 GT Norland and Norstar moved to service the Zeebrugge run increasing capacity there by 300 per cent.
Freight carriers Clearly the direction to further expansion for NSF was through freight carryings and to this end May 1988 saw the opening of a more northerly UK base at Middles- borough (Teesport), in the first instance to link with Zeebrugge. This 268 nm North Sea route was inaugurated with one vessel making three round voyages per week. One year onwards two identical ro-ro vessels of 760 lane metres capacity had been char- tered to fill the demand from enthusiastic freight clients. “Norqueen” arriving at Rotterdam (Europoort). As such the popularity of the crossing
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Ã>viÌÞÊ>`ÊÌ iÊiÛÀiÌ]ÊÜÌ ÕÌÊV«ÀÃiÊ Sales Office Sweden Ê«ÀÌiVÌÛiÊ«iÀvÀ>Vi° Jotun Coatings Jotun Sverige AB P.O. Box 151, SE-421 22 Västra Frölunda, Sweden Phone +46-(0)31-69 63 00, Fax +46-(0)31-69 63 97 www.jotun.se RO-RO TECHNOLOGY
The accommodation block was untouched by the refit and still retains the décor familiar from Rauma Repola Oy
BARRY MITCHELL BARRY yard in the 1970/80’s. The all-Finnish crew of 16 enjoy a surprisingly large amount of space in comfortable surroundings. Equal- ly the accommodation for 12 drivers in sin- gle cabins is more spacious than expected.
Norcove and Norcliff Six months prior to this period of upgrad- ing to the Norking and Norqueen NSF had commenced a second freight route from their Teesport base. This started with a sin- gle ship quickly being joined by a similar 80 trailer capacity vessel, offering six sail- ings weekly to Rotterdam (Europoort). The chartered ro-ro carriers on this service were soon to be named Norcove and Norcliff and again, as with the start of the Zeebrugge service, the advantages of a further service between mainland Europe and the north east of England was soon recognised by Captain Kiempe Tromp pilots “Norsky” into the river Tees. road freight operators from both sides of continued to grow, consequently it became the North Sea. clear to NSF that after a healthy three years “Norking” and The viability of the route was quickly of trading a pair of far greater capacity vindicated by a continued build-up of year- freight ferries were needed to be chartered, “Norqueen” had been round cargoes. Teesport is at the hub of enabling the service to expand to its poten- many vibrant industries, chemical manu- tial volume. sailing fully loaded. facturing being one of the busiest to attract From the very first week of service (May an export market. Consequently the open 1991) on the Teesport–Zeebrugge route it weather decks of all four ships operating became clear that NSF’s charter of Bore been sailing fully loaded for some consid- out of Middlesbrough (Teesport) are regu- King and Bore Queen from Oy Rettig AB erable time. In order to offer increased larly filled with bulky chemical tankers. was destined for success. The vessel’s 7 freight capacity and further improve their The main deck is the usual space for dou- metres clear headroom main deck allows efficiency it was agreed with the owners to ble stacked containers loaded on maffis, double stacked containers and equally it lengthen both vessels by 28.8 metres. has uninterrupted access across the full width of the ship, this contributed greatly To a Swedish shipyard to the ease and speed of loading together Built at Rauma Norking/Norqueen were BARRY MITCHEL BARRY with maximizing internal volume. On completed Sept/Dec 1980 measuring 7,894 arrival at the Teesport base the sisters were GT. Overall length was 143.3 metres with a renamed, thus becoming Norking and capacity of 114x12 metres units. The con- Norqueen in conjunction with the NSF’s version of the two ships was carried out in fleet corporate NOR identity. Although turn at a Swedish shipyard October 1995 the twin after-end funnels had been over to February 1996. painted in the then NSF livery blue and Further to the lengthening process much decorated with the company flag logo the technical upgrading was also carried out – hull of the sister ships (lettered NORTH two new engines and propellers were fitted SEA FERRIES) remained in Bore Line yel- to increase the vessels service speed from low until acquiring NSF blue on dry dock- 17.5 to 19 knots, a second bow thruster was ing 18 months later. added, as was a bulbous bow to aid better fuel consumption. Up 35 per cent On deck the original lifts connecting From their introduction on the North Sea, weather deck, main deck and lower hold along with astute marketing, the Bore ships were removed and replaced by fixed ramps had attracted an annual acceleration of ,thus shortening loading and unloading business of up to 35 per cent. Subsequent- times. On completion the new mid sec- “Norking” alongside at Zeebrügge prior to ly, by late 1994, Norking and Norqueen had tion increased the trailer space to 155 units. moving to Rotterdam route.
38 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 RO-RO TECHNOLOGY
As expected the two new
ships were ideal for the MITCHEL BARRY route they were engaged for.
while the lower hold can be often packed with export/import cars.
Consortium owned Initially, North Sea Ferries had been owned by a consortium of companies, but in 1981, the P&O Group and the Dutch Roy- al Nedlloyd Group both took a 50 per cent share. This continued until 1996 when P&O finally purchased Nedlloyd’s half of the operation. At the beginning of 1997 a restructuring of P&O’s ferry business took place and their North Sea operations “Norsky” loading at Zeebrügge – the added stabilizing beam clear to see. became branded as P&O North Sea Ferries. Moving to the present day a further con- Norstream they were duly delivered in July a/bs, stewards etcetera. As with their older solidation of the P&O ferry operations in and November respectively that year. As Bore sisterships 12 freight transport drivers 2002 created the branding as simply P&O such they displaced Norking and Norqueen are carried. Ferries. At a shareholder’s meeting Febru- from the Teesport/Zeebrugge service. How- ary 2006 a GBP 3.8 billion takeover bid for ever the natural progression was that the Largest ferriest in the world P&O by DP World (Dubai’s state-owned lengthened sisterships were to take up the As expected the two new ships were ideal Ports, Customs and Freezones Authority) Rotterdam (Europoort) roster from the for the route they were engaged for and the was accepted. Together with P&O Ferries smaller tonnage. The significant result of extra capacity further enabling expansion this sale includes P&O’s port operations, this move was a 35 per cent increase of of business. which cover 29 container terminals in 18 capacity on the Teesport/Zeebrugge service One significant modification was made countries across the globe. and a 50 per cent increase on Teesport/Rot- to the vessels after two years in service. It The biggest expansion of the company’s terdam (Europoort). was discovered that in heavy beam seas the operations at Teesport came in 1999. At Norsky and Norstream’s propulsion ships rolled in a rapid motion – subse- this time the Aker Finnyard at Rauma was machinery consists of two 500 rpm diesel quently a stabilising flume tank that con- building two 2,600-lane metres ro-ro carri- engines, totalling 18,900 kW, which allow a tains 1,000 tonnes of seawater was con- ers under the instructions of Oy Rettig AB service speed of 20 knots. Their 2,600 lane structed midships bridging the weather Bore. Before completion Bore had agreed metres of freight space is allocated on to deck. Norsky was the first of the pair to to charter the two vessels to P&O North three decks and accessed by two stern have this modification and after several Sea Ferries for use on their Teesport/Zee- ramps. The ship’s crew of 16 is made up of weeks of successful trials the same brugge service. Named Norsky and seven Dutch Officers and nine Filipino improvement was passed on to Norstream.
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THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 39 RO-RO TECHNOLOGY
P&O Ferries’ Pride of Rotterdam and Pride of Hull arrived from the Maghera yards of Fincantieri to take over the Hull/Rotter- dam route in 2001. At 59,925 GT with MITCHEL BARRY 3,000 lane metres of freight space and overnight berths for 1,350 passengers they entered service as the largest ferries in the world. The knock-on effect was Norsea and Norsun were renamed (in accordance with P&O Ferries corporate passenger ship nam- ing) as Pride of York and Pride of Bruges and after a GBP 9 million refit took-over the Hull/Zeebrugge service from the 28 year serving Norland and Norstar. The stalwart twins were then duly sold and dispatched for further service in the Mediterranean. They continue to operate on an overnight service linking Naples with Palermo as the “Norstream” alongside at No 2 berth Teesdock Teesport. SNAV Sicilia and SNAV Campania. the year, in order to maximise capacity, it seem unlikely that the present schedules or Switching rosters becomes prudent to switch rosters of the ships will be changed for some consider- To the present date the four Bore Line vessels – i.e. Norsky and Norqueen – equally able time. ships continue to prove their worth on the calls are made at Hull on a once weekly The regular North Sea vessels are either Teesport/Zeebrugge–Rotterdam ro-ro basis by the Teesport/Rotterdam vessel. purpose built or reconstructed to suit the freight services, each making three round After forty successful years of North Sea service they operate and formulate a direct voyages per week. Departure times are operations, 2006 brings a new era to P&O bonding with customer requirements – not 21.00 hours from each port with crossing Ferries. Under entirely new ownership it is least the four Bore workhorses. times of 15–17 hours. At certain times of difficult to predict the future but it would barry mitchel
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Codan / Trygg-Hansa Marine is strengthening Codan/Trygg-Hansa Marine is one of the leading providers the Swedish office in Gothenburg of marine insurance products in Scandinavia. We are a pan-Nordic division with offices in Copenhagen, Bergen If you would like to be a part of the Codan / Trygg-Hansa and Gothenburg. Our competent, pro-active and highly Marine team, and work in a Nordic environment, you might experienced staff is dedicated to work in partnership with be the one we are looking for! To find out more about the the marine industry to provide a broad range of innovative position please visit the Company Info section at our website; marine insurance and risk management solutions. www.trygghansa.se/marin, or call our Swedish Area Manager Balder Hansson at +46 31 339 47 34.
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40 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 RO-RO TECHNOLOGY New generation of sideloaders ith a diversified seaborne infra- structure and moderate quanti- W ties of cargo, pallets still hold a strong stand in the Norwegian transport market. The particular side-loading pallet carrier concept developed in the early 70’s is still holding its stand, but to some extent combined with ro-ro capabilities. A new series of ro-ro-sideloaders is now being built in India for North Sea and coastal services. Although conceptually refined versions of the 1980-built Cometa and Canis (today Tananger), these vessels are the first newbuildings for this market in 20 years and as such merit a closer look.
Design criteria The design criteria for the new vessels were conceived by Sea-Cargo and Nor Lines, and the design developed by ship consul- tants Savicon in Bergen. Nor Lines, based in Stavanger, is owned by Det Stavangerske D/S and the recent- ly-merged Hurtigruten Group ASA and is the shipping arm retained when the trans- port group Nor-Cargo was sold out in 2002. Nor Lines operates a number of to the ro-ro-deck and a wide side door with SEA-CARGO AND NOR LINES services along the Norwegian coastline as double 10-ton cargo lifts on the port side RO-RO-SIDELOADERS well as to Denmark, Sweden and Baltic opens to the three cargo decks. A 50-ton Built: Bharati Shipyard Ltd, India destinations. Sea-Cargo, based in Bergen, crane is to be fitted for deck cargo. Delivery: 2006/07 is owned 40 per cent by Nor Lines and 60 For weekly roundtrips a speed of 16 Hull dimensions ...... 116.7/18.00/6.00 m per cent by Seatrans and maintains ser- knots was found to be sufficient, burning TDW ...... 5,000 tonnes vices between Western Norway and 15 tons per day at full speed. Cargo capacity:
UK/Continent. 2 Indian-built Lower deck ...... 2.40 m, 800 m With a cargo base spanning the range Tween deck ...... 2.40 m, 1,050 m2 from general cargo on pallets and in con- The orders for four vessels were placed Ro-ro deck ...... 4.80 m, 1,450 m2 tainers, frozen fish, utilities, cars, boats, with Bharati Shipyard Ltd in India during Weather deck ...... 118 TEU semi-manufactured goods, chemicals, pro- the spring of 2005, with options for anoth- Cargo-handling: Side door with two 10-ton lifts, stern ro-ro gate for heavy vehicles, 50 ject cargo, etc, the design called for sub- er four. The first couple, for delivery in ton deck crane stantial cubic capacity as well as great flexi- October 2006 and February 2007, are des- Propulsion: One 4,500 kW Wärtsilä main bility. Similarly, a compromise between tined for Sea-Cargo’s North Sea services, engine speed and economy had to be found from and the latter two in 2007 for Nor Lines’ Speed: 16 knots on 15 tonnes/day the routing schedules. Baltic and coastal lines. To go for a common design for North Three decks Sea and coastal services could be seen as a demands in a market of keen competition The eventual outcome was a vessel of 116 bold decision, but Nor Lines already had with pure container carriers as well as wheel- meters length, 5,000 TDW, 4,000 m2 cargo ample experience with the 110-meter ro- based carriers. Sea-Cargo and Nor Lines area under deck and weather deck capacity ro-sideloaders Nordfjell and Nordskott in have both been through a process of adapt- of 118 TEU or project cargo like boats, the Oslo-Tromsø-Hirtshals-Oslo rotation, ing capacity to demand and concentration heavy machinery etc. The vessel will have calling at numerous smaller ports. Sea- on the most relevant and rewarding niches. two lower cargo decks of 2.40 m headroom Cargo’s fleet is in the same dimension The new vessels, with contemporary and a ro-ro-deck of 4.80 m. The ro-ro-deck range. design solutions and propulsion technolo- would typically hold 500 Mafi-units or a Conceptually refined versions of well- gy, should enable the operators to achieve corresponding number of unaccompanied known technology, the new generation has their strategies. trailers. A stern ro-ro gate would give access been tailored more closely to meet the dag bakka jr
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 41 StenaStena Our shipping ac the RoRo and F
New building programme Chartering Stena Seabridger-class
www.stena aRoRo RoRo activities within Ferry segments
g activitites Sale and Purchase naroro.com RO-RO TECHNOLOGY
speed in excess of 20 knots to be able to make one round trip per week in the traffic between Finland and the North Sea. “This is a precondition in Transfennica’s
SLAWOMIR BOROWSKI SLAWOMIR services”, states Executive Deputy Chair- man Rolf G W Eriksson at Transfennica Ltd.
More containers Even if the vessels in the last two genera- tions carried containers on the weather deck, this capacity has been doubled in the newbuildings. “It has turned out”, explains Mr Eriks- son, “that the capacity to carry cargo units has not been sufficient in the two last gen- erations. This goes especially for containers on deck on our main trades.” In the new generation of vessels the main idea is to provide flexibility through- out its life span: “The world is changing so fast that we cannot predict how the market will devel- op in a long term perspective. We have to be prepared for different scenarios. If the Flexibility volumes of containers grow faster than the volumes of trailers or vice versa we have to be prepared either way”, states Mr Eriks- important son. Combination for the new During the 1990’s Transfennica developed their present cargo-carrying concept, which is based upon a combination of sto-ro-han- dled forest products (mainly paper reels), Trafexpress conventional ro-ro-cargo (mafis and road trailers) and containers. In the new vessels this has been further refined. vessels “They are in fact two in one – a contain- er feeder vessel built upon a ro-ro-ship”, Stern view of the first of Transfennica’s newbuildings at the outfitting quay at Stocznia says Mr Eriksson. Szczecinska Nowa. The picture shows installation of the accommodation. He believes strongly in Transfennica’s concept, which differs from some other arge container capacity on deck in transport systems used by the Nordic forest combination with speed both at sea The capacity to carry cargo industry: Land in port are important features in “In our traffic the mix of sto-ro, ro-ro the new class of vessels being built in units has not been and lo-lo has been a winning concept, Poland for Transfennica. The brand name which also is supported by our customers.” of these 6th generation vessels is Trafex- sufficient in the press, and they are suitable for short-sea as two last generations. “Finland-Max” well as deep-sea traffic. During 30 years of The most striking feature with the Trafex- operation Transfennica has been involved press-series is the size of the vessels. Mr in 38 newbuildings. Eriksson clarifies that there is no point in As each new generation of vessels built The main new features are that the service building new vessels that are only slightly for Transfennica’s traffic is based upon the speed has been increased further and that larger than the previous ones: previous one, the new Trafexpress-class the cargo-handling concept allows short “We need vessels of various sizes in our being built in Poland contains several turn-around times despite the impressive fleet, both large, medium and small sized, decades of accumulated know-how within cargo carrying capacity. to be able to offer our customers the every shipment of Finnish forest products. The vessels have to maintain a service required shipping frequency. Simultane-
44 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 RO-RO TECHNOLOGY ously we have to adapt the tonnage used to er in capacity, we cannot possibly increase the available cargo flow on a particular the turnaround time of the voyages. It is route.” neither possible to increase speed at sea Quite soon after the project was launched, due to the bunker costs, so the speed range
it became clear that the vessels were going to BOROWSKI SLAWOMIR 20-22 knots has to be sufficient. Therefore be really large: we have to stay in port about the same “In house we talked about ‘Finland- time as with the considerably smaller ves- Max’, which quite well describes the sels”, Mr Eriksson explains. design. In fact it is not just about designing Another feature that adds further pres- a large vessel, the size is a relation between sure to the operations is that there tends to available cargo, required shipping frequen- be more and more combinations of cargo cy and cargo handling speed in port.” traffic with several ports in service: Regarding ro-ro-cargo the workflow with “It is no longer a traffic just between two large volumes has already been tested with ports as it once used to be. The cargo flow the chartered Stena-vessels. Now the con- in and out of the ports as well as the cargo tainer handling is in turn: handling on board the vessels has to be “There are going to be changes in our carefully planned in advance”, Mr Eriksson traffic due to the increased number of car- points out. go units. We will be assigned to new termi- Because one thing is for sure, Mr Eriks- nals both in Lübeck and Antwerpen”, Mr son says: The icebreaking bow is of the same design as Eriksson explains. on Spliethoff’s S-type vessels. “We cannot afford to stay in port any longer than now. The new concept Unchanged schedule sels, larger storage areas are also required in demands non-stop work in the ports – the The large number of units demands a total- the ports for the containers. effective working time simply has to be ly new approach to the traffic. To obtain However, there is one thing Transfennica more efficient than today.” maximum efficiency in cargo handling the does not want to change and that is the The project started shortly after Spliet- new vessels must be served by two contain- schedule: hoff acquired shares in Transfennica. After er cranes. Compared with the present ves- “Even if the vessels are considerably larg- the early development stage, Spliethoff
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 45 RO-RO TECHNOLOGY took over the project, but supported by the projects is that the vessels should be inter- A speciality of the vessels is the hatchless know-how of both organizations. Spliet- changeable on any of Transfennica’s container hold in the bow section with hoff’s Bevrachtingskantoor BV ordered the routes. So far the liner network has operat- movable cell-guides for combinations of vessels from the Polish shipyard Stocznia ed within the Baltic Sea and the North Sea 20-, 40- or 45-foot containers in four differ- Szczecinska Nowa. The Dutch shipping areas. ent compartments. The basic idea is that company has built several vessels at the “Now, when Spliethoff is our owner, our containers are carried in the fore and the shipyard and handles all the technical sur- traffic network is much larger and it is there- aft part of the vessel. veys at the shipyard. fore possible to employ these vessels also in Aft of the superstructure containers may The first vessel was launched in February deep sea trades”, states Torsten Grandell, be loaded in three rows. The deck is 2006 and is planned to be in service in technical manager at Transfennica. equipped with movable cell-guides for 20-, June. The delivery of the following one is 40- or 45-foot units. The cell-guides may be scheduled for the end of the year and Pure cargo vessels moved by crane and stowed in a position thereafter the deliveries will continue until Despite the introduction of several new ro- far aft, making the deck available for ro-ro- the end of 2008. A total of eight vessels pax-vessels on the Baltic Sea, Transfenni- cargo. There is access to the deck under the have been ordered. ca’s newbuildings are pure ro-ro-vessels superstructure from the trailer deck. The first vessel will operate on a service with a driver capacity of max 12. On the weather deck between the fore run between Hamina, Hanko and Antwer- “Taking in consideration the small size cargo hold and the superstructure it is also pen. The next vessel will be introduced on of the market on the longer routes, we are possible to carry containers, which are the route between Hamina, Hanko and not interested in the ro-pax-concept. We secured by twistlocks to the deck. The Lübeck. Where the rest of the newbuild- simply concentrate on cargo traffic”, says weather deck may be used for lo-lo-han- ings will be employed is not yet decided. Mr Eriksson. dling of containers by crane or convention- “The world is changing so fast”, says Mr He also emphasizes that this means no al ro-ro-handling, with access through the Eriksson, “that it is a waste of time to make restrictions in the shipping of IMO car- ramp. three or five years plans. We just have to goes, which is not the case on ro-pax-ferries adapt ourselves to changes in the market due to the presence of passengers: Direct access with short notice. We are also aiming at “We think that it is important with The layout of the four ro-ro-cargo decks is expanding our traffic areas until the last unlimited possibilities to carry any IMO- uncomplicated and enables simultaneous vessels are delivered.” cargo, which is a category of goods tending cargo handling on all decks. Access to the A common feature for all Transfennica- to increase in volume.” holds is provided through a stern ramp of full vessel width. From the stern ramp there is direct access to three decks via fixed ramps. At the end of the ramp there are separate fixed ramps to the lower hold and the trailer deck, respectively.
SLAWOMIR BOROWSKI SLAWOMIR “The large breadth allowed us to locate the fixed ramp to the lower hold at the stern ramp”, states Mr Grandell, “which is a great improvement compared to our previ- ous generations. It is for example possible to take on board full cargo on the main deck regardless if the lower hold is filled or not as there is no hatch that has to be closed.” The ramp leading up to the trailer deck is situated on the port side of the vessel. The lower part between the main deck and the trailer deck is seven metres wide. The ramp continues with a free width of 4.5 metres up to the weather deck. All ramps have a seven degree climb and those which are exposed to cold during winter are equipped with heating to avoid slippery surfaces because of freezing. The fore bulkhead to the container hold provides full width throughout the ro-ro- decks, eliminating the time consuming stowing of trailers in the narrow fore part of a conventional ro-ro-hold. According to The launching of the first newbuilding “Timca” on February 11, 2006. Mr Grandell, this solution also decreases
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ZZZFPSRUWFRP RO-RO TECHNOLOGY the risks of cargo damage during loading and unloading of the vessel.
Sto-ro and ro-ro
All three holds are designed for sto-ro-han- BOROWSKI SLAWOMIR dling of paper reels as well. According to Mr Grandell, the typical cargo mix in European traffic will be sto-ro-cargo in the lower hold and on the main deck and ro- ro-cargo on the trailer deck. If the vessels are employed in carrying forest products in a deep-sea trade, it is likely that also trailer deck is utilized for sto-ro-cargo. The total deadweight of 18,250 tonnes allows intake of full sto-ro-cargo. In short sea traffic Mr Grandell estimates that some 10,000 to 11,000 tonnes of cargo will be normal.
We are not interested in the ro-pax-concept.
In the lower hold there is moveable bulkhead for sto-ro-loading of paper, which still leaves the driveway free to the ramp. The width of all ro-ro-holds is optimized for both trailers and cassettes. For example, in the lower hold it is possible to load six lanes with trailers with a lane width of three metres. On the same deck it is also possible to stow seven lanes of cassettes with a lane width of 2.6 metres. In the aft part of main deck there is a 36- metre section with a free height of eight metres, making it possible to load, for example, project cargo. Generally, the free height in the lower hold and on the main deck is 5.5 metres and on the trailer deck it is 4.6 metres. The ramp to the weather deck allows for the transferring of cargo up to The first of the newbuildings on the slipway prior to launching. seven metres in height. It is therefore possi- ble to haul cassettes with double-stacked and exits through the stern. There are dehu- ders. For manoeuvring in port there are containers to the weather deck. midifiers in the holds for carrying paper. also two bow thrusters of 850 kW each. The deck in the holds is strengthened for At 12,800 DWT the max speed is 23 a uniform load of five tonnes per square Twin engine knots. Normal service speed is 21 to 22 metre. On the weather deck the max load is The hull is long and relatively narrow to knots. 2 tonnes per m2. The cargo handling gear is provide a high service speed. There are two The vessels are strengthened according delivered by TTS. Wärtsilä 12V46C medium speed main to Finnish/Swedish ice class IA Super stan- These are the first vessels designed for engines with an output of 12,600 kW each. dards. Spliethoff designed the bulbous Transfennica with longitudinal ventilation The engines are coupled to two shafts and bow, which has proved its efficiency in ice of the holds. According to Mr Grandell, there are two high efficiency rudders. A in the S-type vessels. The newbuildings are they have had a positive experience with special feature in the rudder is a bulb, designed for operating without icebreaker this type of ventilation on the chartered which improves the water flow from the assistance in all normal winter conditions. vessels of the Lonstone- and Stena-types propeller. Wärtsilä delivers the whole For roll reduction there are fin stabilizers and it has proved very efficient. Air is supp- propulsion package, including the main installed. lied by fans in the bow part of the holds and auxiliary engines, propellers and rud- pär-henrik sjöström
48 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 RO-RO TECHNOLOGY
The fourth double ender to Danish domestic traffic
“Mary” is the second last newbuilding from Assens Skibsværft. BENT MIKKELSEN
he delivery of the double-ender ferry from Marstal to Rudkøbing had a price of Mary marks a kind of victory for the The ferries are extremely DKK 70 million for the capacity of 42 pri- T type of ship designed by Jørgen vate cars. That works out to a price of DKK Petersen A/S of Horsens. The ferry is the quick in the port 1,6 million per car unit, even though, in third of four similar sister vessels, with a point of fact, the two types are not compa- fifth one of similar type currently under turnaround time. rable. construction. The five nearly identical units are part of the renewal of 15 Danish Savings domestic ferries over the last 10 years. The majority of smaller domestic ferries The new ferry Mary is built by Assens Skibs- Most of the units are ferries connecting an are financially connected to the municipal- værft (hull # 329) and will be the second to island with the mainland, though they all ities, which in general have tight economic last newbuilding for the shipyard, which has serve different needs. budgets. Since the renewal of ferries is a been sold and will continue as a repair shop Lars Nedergaard, CEO of Jørgen considerably large investment, municipali- only. The hull will be welded together at Petersen A/S, explains it like this: ties have trouble finding enough money. Riga Shipyard in Latvia and towed to Den- “We constructed a ferry for the Fur-ser- On the Danish domestic scene the munici- mark for the fitting out process. All this will vice in the early 1990’s, and it was in fact pality, county and state have shared the be done according to the design of Jørgen the ferry itself that made the advertising.” cost of a new ferry equally until now. Petersen A/S of Horsens. The construction It was the efficiency of the ferry that did So, in this turmoil, a cheap and efficient is a double ender ferry with double engine the job. ferry has a clear advantage over other types plant and redundancy over all. In fact, one “The ferries are extremely quick in the of ferries. The Mary-type ferry has proved of the major factors in saving money on the port turnaround time,” says Lars Neder- to be one of them. A price of DKK 30 mil- building of the ferry is to combine things. gaard. lion for a capacity of 30 private cars gives it The two engine plants are separated and can “Furthermore we have improved the the best competitive figure amongst all the work separately and, as such, the two construction and made great savings in Danish domestic ferries. engine-plants will serve as emergency gener- equipment,” he explains. In comparison, the ferry Marstal running ators. Electricity, alternator, and engines are
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 49 RO-RO TECHNOLOGY
en ferry, which was built in 1961 and served on the route since 1981. The wood- en ferry named Hvalpsund, and now sold
BENT MIKKELSEN for the purpose of being rebuilt as a house- boat in Copenhagen, had a capacity of 12 private cars or one lorry.
Low-maintenance The new Mary has shelter for passengers in the deckhouse, which can hold 147 passen- gers in the summertime and 76 in the win- tertime. The new ferry has been made as low-maintenance as possible. An example of this is that all doors are made of stainless steel instead of wood to cut down on the daily workload. The hull dimension is 42.0 metres over- all, and the beam is 13.0 metres on a draft of 3.0 metres. The tonnage is 495 BT and the deadweight 220 tonnes. “Mary” and her sisters are fitted with a hinged ramp in both ends. The bridge is situated on top in the cen- treline and is filled with technology that all separated and, even with one engine The car deck has space for 30 private cars saves on time and manpower. Docking and room floated, the ferry can continue run- in four lanes with easy access over a stern opening to the deck is automatically done ning with just the other engine room. The ramp hinged onto the ferry. Alternately, from the wheelhouse, where the surveil- engine plants consist of two Scania DS14 the ferry can accommodate two lorries and lance of the engine plants is also done. units, developing a total of 714 kW to a ser- 14 private cars on board. This is a rather Mary sails with a two-person crew, with vice speed of 10 knots. significant enlargement over the old wood- one in the wheelhouse and the other on
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save manpower on board. It has been done in order to make a ferry, which can be operated by a single person. So far, prior
BENT MIKKELSEN approval for this type of ferry has been giv- en, but not the final permission. That awaits the actual operation of the ferry. The new ferry for Udbyhøj will be run by a Swedish propulsion system called Omega. The ferry will also differ in its hull and engine plants. On this ferry both engine plants will be placed above deck, but still with full redundancy. Since the engines are placed on deck the hull will be low and give the ferry a very small draft, which sometimes is necessary as it often “disap- pears” at the mouth of the fjord. The Udbyhøj-ferry run will only be the second Danish ferry with cable propulsion. At the moment Karen Orø from the run between Hammer Bakker and Orø in Roskilde Fjord along with Hammer Bakker “Mary” can accommodate 30 private cars or two lorries and 13 private cars. are the only cable-drawn ferries in Den- mark. deck. The deck-persons have to sell tickets the same type of ferry, but with slightly dif- to car drivers and foot passengers. For the ferent hull measurements. It was construct- The next future, studies have been done on finding a ed under the Danish Rules B system and In the western part of Limfjord there is a way to sell tickets without the use of man- delivered to the shot route from the main- potential for three more ferries of the same power. A system is expected to be imple- land to the Isle Fur in Limfjord. type as Mary. Ferry service through Fegge- mented within a couple of years. After Sleipner-Fur came the Bitten Clausen sund, Næssund and to the Isle of Venø is The Hvalpsund-Sundsøre run has been in 2001. It was built for the crossing from still served by wooden ferries of the old operating since 1927, when a private railway Hardeshøj on the mainland to Ballebro on type built in 1950’s. company set up a ferry service. At first it the isle of Als. Its main purpose is to trans- “Naturally we are looking toward those served as a railway service, but from 1967 port workers to the Danfoss factory, which services,” says Lars Nedergaard. solely as a car ferry service. Normally the fer- saves the workers from a long drive via “But at the moment no one can take any ry sails every half hour from each port, but Sønderborg. decision of this kind as the Danish society in the summer season, when a number of The fourth was Christine, which was is being reconstructed.” tourists and summer residents use the ferry, delivered in 2003 for the Femø-Kragenæs Municipalities and counties are being it sails continuously as long as needed. Mary run. It sails from the isle of Femø to Kra- merged into new units, bigger than before. is only the third ferry on the Hvalpsund run genæs on Lolland. These changes will take affect from January since 1927. Bitten Clausen, Christine and Mary are 2007 and until that date no big decisions built according to the latest EU regula- will be made. The first tions. “So before 2007 no new ferries will be Mary is the fourth delivery within a ten ordered to the Limfjords-run,” says Lars year period beginning in 1996, with the The fifth Nedergaard. Sleipner-Fur serving as the first. It is almost At the moment a fifth ferry of similar con- bent mikkelsen struction is being built. It is a new ferry for service at Udbyhøj at the entrance to Ran- ders Fjord. The hull will be built in Latvia and the fitting out will take place at Hvide BENT MIKKELSEN Sande Skibs- & Bådebyggeri. It will be BENT MIKKELSEN ready for delivery in the spring of 2007. “Well, by the look of the ferry, it will look almost similar, but otherwise is a com- pletely different type of ferry,” says Lars Nedergaard. It will be a cable ferry with propulsion via winches and cables. The route is only a “Bitten Clausen”, the 2001 built sister from couple of 100 metres and in smooth water, “Christine”, the 2003 built sister from Søby Assens Skibsværft. so we developed this concept in order to Værft.
52 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 Meet the decision- makers
26 – 29 sept. 2006
shipbuilding · machinery & marine technology
international trade fair · hamburg
Anne-Marie Hagström-Hirschberg Phone: +46 380 134-50, -51 · [email protected] www.smm2006.com RO-RO TECHNOLOGY Leading FSG tacks to meet new con-ro interest
“Our shipyard has the potential to back to SSG simply that the order situation remain the Number One”, says a confi- remained “satisfactory”. dent Peter Sierk, the new MD of Flens- The yard has “quite a good order book” burger Schiffbau Gesellschaft (FSG), currently, Otto modestly said, adding it which currently has work in hand until was, nonetheless, still “making efforts to 2009. acquire further orders for ro-ro ferries for 2009 and 2010” – in other words for the ierk was commenting on the future period after completion of all the yard’s of FSG after five solid years in currently firm contracts. Swhich the relatively small German Following the delivery of Tor Ficaria in yard on the Danish border has led the June, eleven more ro-ro ferries are booked world in the design and production of ro- for completion by FSG up to 2009. It’s a ro ships. world record. No other shipyard in the As SSG went to press, FSG had deliv- world has done as well as the Germans in ered some 20 ro-ro ships since 2000. To this sector. remain on top “we will further expand our Already, this year has seen the delivery freight ferry sector and continue to access of one FSG newbuilding and the launch of the ro-pax field step-by-step with clear ship another. designs. We will also market our naval aux- iliary ships more aggressively”, Sierk said. The most loyal client Uwe Otto, Executive Vice-President and Sales There were two interesting points in the and Marketing Manager of FSG. The 11,400 DWT UN Trieste was complet- comment and both concern sectors in ed in January, the last in a second series of which FSG has not been too active for 10,000 DWT, 20 knot Class 702 task force four ships for FSG’s most loyal client, some time. supply tenders, two of which – Frankfurt U.N. Ro-ro in Istanbul. Formerly UND, am Main and Berlin – were built for the that company laid the foundation for its Only one delivered German Navy and delivered in 2000 and own success and current position as one of Despite a range of ro-pax designs in its 1999. Now they are being offered to for- Europe’s leading freight ro-ro operators at product portfolio, FSG has so far only built eign navies as well. FSG. It also helped propel FSG into ro-ro and delivered one such vessel. She was the Sierk and his top FSG management col- global prominence and provided the Type 1500 Norrönna for Smyril Line in leagues were overseas as SSG went to press, dimensional basis for many later ships. 2002 and she was not directly booked but which is where they appear to be most of subcontracted by Flender Werft. the time these days, continuing a so-far The ship was of 36,000 GT. However, successful search for new work. The latest We will also market most orders for big ro-pax ships and for the trip came after FSG secured firm orders for cruise ferries which now appear all the rage four more of its new con-ro 200 ferries, to our naval auxiliary ships in northern Europe, have gone elsewhere add to orders for two already booked for of late. FSG has booked exclusively ro-ro Cobelfret. more aggressively. ferries. Spectacularly, when the latest order was Sierk’s naval reference was to the yard’s placed by an unidentified but “reputable European shipowner”, options for a further UND’s first two ships from the yard, six were also secured. UND Akdeniz and UND Karadeniz in Sierk replaced the long-serving Fred 2000, were part of a series of six, described Garbe late last year. With the new MD on at the time as the best ro-ro vessels of their the latest foreign trip were Executive Vice- kind on the European market. President and Sales and Marketing Manag- The first two ships were of 14,200 DWT, er Uwe Otto and Executive Vice-President 193 m long and 26 m wide and were driven and Head of Design Wolfgang Bühr. by two 8,100 kW MaK diesels developing Despite the fact that the yard now has 21.6 knots and boasting high storage but enough orders in hand to keep it busy until low fuel consumption. They had 2,640 FSG’s biggest to date: con-ro 200s for 2009 (and well beyond if the con-ro lane m and carried 180 trailers on three Cobelfret. options are converted), Uwe Otto reported freight decks.
54 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 RO-RO TECHNOLOGY
That has been consistently improved with later series. The following four ships in the first series, delivered in 2001 and 2002, were of the same dimensions, propulsion and speed but also had a fourth freight deck and 3,256 lane m for 222 trail- ers. The just-delivered UN Trieste was the tenth ship for U.N. Ro-ro and the last of a second series of four further improved 22 knot, 3,735 lane m vessels. Again, they were 193 m long and 26 m wide, but she and her sisters in the second series carry 255 trailers on four freight decks.
12 ordered Two further sisters have now been ordered by U.N. Ro-ro for delivery in late 2008 bringing the number ordered to 12. They will, again, be of the same dimensions as all the other Turkish ships, but their DWT, lane m and engine capacities will be those of the improved second series. “Tor Primula”, delivered by Flensburger in 2004. This year’s launch was that of the To r Ficaria in February, for Danish shipping ings which began with Tor Mangolia in 3,900 lane m. They are powered by 20,070 company DFDS Tor Line. She is the last 2003. kW MAN B&W Diesels developing 23 of a series of six 200 m long, 28 m wide The DFDS ships are the biggest ro-ro knots. 10,070 DWT, four-deck ro-ro newbuild- ferries so far completed by FSG and have Originally five were ordered. There was
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MacGREGOR makes it possible RO-RO TECHNOLOGY
Uwe Otto praised the “overall technical competence and the best value-for-money ratio” of the latest series of con-ro 200s, the
BENT MIKKELSEN first of which will be delivered at the end of 2008 and the last by Autumn 2009, he told SSG. The keel for the first of the two Cobel- fret con-ro 200s, Pauline, was laid in Febru- ary and she will be delivered in November with her sister following in March next year. Those ships are reportedly 203 m long and with an interesting 31 m beam, which will make them not only the longest but also the widest of all FSG ro-ro ships to date. Of 14,600 DWT, they will draw 7.4 m and have two 10,800 kW engines devel- oping 21.7 knots. The Cobelfret ships will also boast 3,904 lane m, which is the biggest trailer/vehicle capacity so far. As well as the ships for Cobelfret, U.N. Ro-ro and for the unidentified European shipowner, FSG will also build three doub- le-ended passenger/freight ships for the British Columbia Ferry Services in Canada. Launching of a DFDS Tor Line vessel. They are for delivery in late 2007 and the first half of 2008 and are shorter, at 160 m, also talk of a seventh at one stage. Uwe al international rivals”. He said the yard than any other FSG ro-ro ferries before Otto said at the time that FSG beat off had been able to win over the client with them while boasting 27.8 m beams – nearly “very stiff competition” from China to win “creative design and a convincing ship con- two m wider than FSG’s standard Turkish the first three of those ships. He told this cept. In addition we had the best price-per- ferries. correspondent many other yards would not formance ratio of all the competing yards”, even have bothered to try outbidding the Sierk said. Intensive, competitive bidding Chinese for the work. Winning the contract In order to do that, FSG had “metic- The new type has been designed for opera- was neither easy nor a financial coup, but a ulously analysed the requirements of the tion on BC Ferries’ Horseshoe Bay–Depar- combination of hair-line costing, inherent owners in order to propose a tailor-made ture Bay, and Swartz Bay–Tsawwassen quality and client ‘extras’, he said. concept. It only took four more days after routes. The Canadians specifically asked “We had to do some hard sums to beat that to get the order”, he said. for accommodation for 370 vehicles and the Asian tender”, Otto said. “Their price According to Sierk the contract was “an up to 1,650 passengers. Drawing about was below ours, but we were able to beat enormously important building block for 5.75 m, the newbuildings will also have fast the Chinese because of our quality and the future planning in our shipyard. We will do service speeds of 21 knots. fact that the owner saved on additional everything we can to ensure that our cus- The USD C325 million contract came costs of supervision and transfer”, the FSG tomer is completely satisfied with our after what FSG termed “an intensive, com- manager said. work”, he said. petitive bidding process”, which involved The latest ships are of 13,080 DWT. 11 international and three Canadian ship- Sleeker vessels Speculation about their owner inevitably yards. Peter Sierk also had some pertinent points centres on shipping companies like existing Tor Ficaria will, by this correspondent’s to make on costing after he took over last customer Cobelfret, Gorthon and Spliet- year. Within eight weeks of that happen- hoff. ing, FSG had designed its four new con-ro Despite being con-ro Class 200 ships, 200s “to the requirements of the customer the latest vessels will, in fact, also be about and clinched its latest order”. The ships 22 m shorter than the Cobelfret duo, at an were, the yard said, sleeker, more cost effec- unusual 180.9 m long and 26.2 m wide. tive and yet still of the same DWT as the Like the Cobelfret vessels, however, they two Cobelfret con-ro 200 vessels ordered. will also be propelled by 10,800 kW main Declaring that FSG was still ahead in the engines. Drawing 7.4 m they will have ser- global ro-ro market, Sierk said the negotia- vice speeds of 19 knots, provide 2,604 lane tions on the latest ships had been “fast and m and be manned by a crew of 31, includ- Smaller con-ro 200s. Up to ten for unknown intensive” and that FSG had beaten “sever- ing drivers and lashing personnel. owner.
56 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006
RO-RO TECHNOLOGY
extremely successful, has been series pro- duction. FSG has always believed it is the Just one more important key to economic efficiency and deadline reliability. Uwe Otto told SSG’s correspon- step towards leading our dent that the cost advantages of series are many. shipyard into the future. For a start, big components such as main engines, can all be bought in series at bet- ter prices. FSG has also bought dozens of which would have kept the yard busy for a superstructures from Poland in recent years year”. It explained that “as a small yard we at prices which have been about 30 per are forced to pass on extreme price rises to cent less than elsewhere. This means lower our customers. However, many of them Outside Europe for the first time: ferries for prices for the ships and the kind of reputa- cannot keep pace with this rapid develop- Canada. tion among suppliers, which only big ship- ment and are not prepared to bear the yards normally enjoy. increases”. reckoning, be the 20th ro-ro newbuilding In 2005 FSG invested 3.2 million euros completed by FSG since 2000. According “The Number One” and Peter Sierk said the yard had a restric- to Uwe Otto, in the past five years the yard Praising the combined efforts of an “out- tive budget for 2006 which would nonethe- has won the contracts for “almost all the standing team” at FSG, Peter Sierk said the less be marked by further investment in the important large ro-ro newbuildings” in the latest Con-Ro 200 order was “just one more future. world, a total of 25 vessels. important step towards leading our ship- He added however that “we will be look- This spate of ro-ro activity follows a peri- yard into the future. My goal is to expand ing for further possibilities of cutting our od during which the yard concentrated on our current competitive capability and mar- costs in manufacturing man hours, design container ships in the years following its ket leadership. Our shipyard has the poten- standards, fixed costs, sickness and acci- acquisition by German shipowner Olden- tial to remain the Number One”, he said. dent levels, and guarantees”, Sierk declared. dorff in 1990. In 2004, FSG acknowledged that So, as the French say: ‘everything has What those two sectors have in com- because of rising shipbuilding prices and changed, but nothing has changed’ at FSG. mon, and what has made both sectors costs it had “lost a very important project, tom todd
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58 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 RO-RO TECHNOLOGY Desso – a forgiving design for enhanced safety
mproved designs and stricter rules have Onboard – project that now has been first accommodation deck gives spare contributed significantly to improved finalised. buoyancy without obstruction of the cargo Isafety on ro-ro/passenger vessels, but In 2003, 12 partners, with SSPA in the space. extensive damage after i.a. a collision could lead, was given the task to find a design for still lead to severe consequences. The scope a ro-ro passenger vessel aiming at a ship Four compartments of the Desso project has therefore been to serving as its own lifeboat and also study For redundancy the engines have been keep a severely damaged ro-pax vessel passenger and crew survival in an emer- placed in four separate compartments, upright and afloat for 24 hours. gency situation. where the aft engine rooms also are sepa- The Desso concept vessel is based on a rated transversely. This arrangement Design for survival onboard generic ro-pax design, the EuRoPax 3000, secures propulsion after damage extending In 1999, plans to cover the wreck of Esto- which has been developed by the Italian along three adjacent compartments or a nia with concrete were abandoned. design office NAOS. The vessel has capaci- rip-up penetrating the bottom over 65 per Instead, the Swedish Government decided ty for 1,500 passengers and 3,000 lane cent of the length of the vessel. to put aside some of the money saved to metres for cargo. The EuRoPax 3000 has a Separate engine rooms also improve fire maritime safety R&D projects. All in all, high degree of built-in safety features to ful- safety. A number of measures have been the state has provided about SEK 50 mil- fil floatability rules after sustaining damage. taken to restrict spread of fire and smoke lion (EUR 5.3 million) through Vinnova – The design caters for symmetrical flood- and to facilitate a fast and efficient fire the Swedish Governmental Agency for ing, resulting in small heeling angles, which fighting response. The entire vessel is pro- Innovation Systems – and the shipping is a requirement for safe evacuation. tected by a high-pressure water mist sys- industry has contributed with the same The Desso ro-pax is a wider vessel above tems and by an active smoke control sys- amount. About EUR one million has been the waterline than a conventional ro-pax. tem to keep toxic gases away from corri- spent on the Desso – Design for Survival Enclosed watertight sides casings up to the dors. All cabins are equipped with alarm
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 59 RO-RO TECHNOLOGY buzzers and mattresses of high fire resis- This alert ladder will provide the time tance materials. The cargo spaces are subdi- needed to avoid crowding and to prepare vided through fire curtains. The aft port passengers for an orderly evacuation. and internal hoistable ramps can be closed remotely to restrict in-flow of air to a fire. Conventional evacuation The Desso vessel will be evacuated by rather Accident survey as a base conventional means. Initially the project In the initial phase of the project a survey studied float-free modules and float-free, of passenger ship accidents was carried out. free-fall lifeboats. These were however con- In each case an event tree was created and sidered too costly and too limited. Accord- points in the chain of events where a differ- ing to Desso, a float-free module can’t be ent action or occurrence might have used in a grounding accident and the vessel changed the course of events where they can’t be abandoned before it sinks. There were identified. Those points, or “chain- and gives advice on ship handling and on would also be a higher risk for a large num- breakers” were categorised and analysed. evacuation. The system also has a simula- ber of passengers if a module fails. Instead, The study showed that most “chain-break- tion mode for training. Desso has chosen an evacuation system ers” were categorised as management. On a conventional ro-pax, there is just without lifeboats, but with large life rafts for According to the Desso project, highly one alarm level, requesting all passengers up to 100 persons. Passengers embarked on skilled management is one of the primary to gather at the muster stations. The Desso the evacuation deck and the raft is launched factors for increasing safety onboard. If a vessel has been designed for a three-step by crane or lifted by a helicopter. severe accident occurs, the crew must be alert ladder. The first step, yellow alert, According to Desso, the main advantage supported with all the information needed means that the situation is safe and passen- with this design is the time gain before the to take the right decisions. The Desso ves- gers are allowed to stay in all accommoda- vessel sinks – the redundancy will make it sel is equipped with a decision support sys- tion areas. At orange alert, all cabins are possible for the ship to return to port or to tem placed on the bridge. The system cal- evacuated and passengers stay in safe areas sheltered waters. How a large number of culates stability in a flooding situation and on the leisure and evacuation decks. At the people can be transferred safely from one predicts motions and state. It warns of car- last step, red alert, all passengers are gath- ship to another is still to be answered. go shifting, predicts smoke and fire spread ered on the evacuation deck. rolf p nilsson
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60 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006
RO-RO TECHNOLOGY
The first of four “Stena Seabridger” class ro-paxes will be delivered this summer. A flexible ro-pax quartet
Building ro-paxes is not only a ques- will follow early 2007 and the last two in THE “STENA SEABRIDGER” CLASS tion of finding a design that is effi- 2008. The first pair will be delivered by Length o a ...... 212 m cient and flexible enough to cater for Fosen Mek Verksted in Norway, with the Beam ...... 26.7 m different demands on various trades. hulls built by the Baltiysky Zavod shipyard Draft ...... 6.3 m Since ro-ros are built for decades of in St Petersburg. The second pair will be Lane metres ...... 3,100 Passengers ...... 300 service, it is also a question of antici- completed and delivered by the Russian Cabins ...... 100 pating the future for a long time. shipyard. Speed ...... 22.5 knots Ice class ...... 1A “Lets face it, what the customer wants is In-house broker actually a bridge that he can cross anytime Stena RoRo is a shipowner in its own right ty, design flexibility, market analyses and he wants. Our task is to find a substitute, but also an in-house broker for the world’s relevant forecasts for the future are essen- which is as close to a fixed link as possible largest ferry operator, Stena Line. P&O, TT- tial. in the eyes of the customer”, says Carl- Line, Finnlines, Scandlines, Marine Atlan- Today, the fleet list comprises nine ro-ro Otto Dahlberg, managing director of Stena tic, DFDS, Toll NZ and LD Lines are some vessels, two ro-pax vessels and the quartet RoRo. of Stena RoRo’s recent external ro-pax cus- of ro-pax newbuildings. Two are built for His company is expecting delivery of the tomers. Working with vessels dedicated for the Stena Line Hoek van Holland–Killing- first of four ro-pax vessels of the Stena its owner’s own ferry network and with holme service and two are built for Stena Seabridger class this summer. Another one ships intended for its chartering-out activi- RoRo’s own chartering-out activities.
62 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 Current trends are in favour of the ro- pax design. Although still of great impor- tance for a ferry operator’s income, passen- ger numbers are declining on many routes. In general, European Union passenger/ro- ro-ferries have lost the advantage of tax-free sales and many also face a mounting com- petition from low cost airlines. At the same time, freight volumes are increasing, more of the passengers are lorry drivers and stevedoring costs for conventional ferries escalate. Unaccompanied trailers have to be loaded and discharged by tug-masters and lashed by a port crew. These are some of the factors weighted- in when the Stena Seabridger concept was Passenger developed. spaces on deck seven. Optimised for container shipment Freight is in focus, and the 300-passenger accommodation is based on two thirds of friendly by being energy effective The Stena group has accompanying lorry/trailer drivers. The than road transports and infrastructure always held a high-profile ambi- design has also been optimised for routes costs on land, construction as well as main- tious face is in this area and the new quar- over eight hours and for an increasing tenance, are escalating. tet is built to green passport demands and demand for container shipments on tradi- A significant problem is that political Lloyd’s register Environmental Protection, tional ro-ro routes. The amount of contain- environmental ambition is not supported EP, class. ers to be shipped is actually growing faster by the freight market and vice versa. Trans- Apart from earlier vessels delivered to than trailer transports. port costs are to be kept at a minimum and Stena RoRo from shipyards in South Korea The 3,100-lane metre vessels can accom- there are no premiums paid to shipowners and Spain, the new vessels are not modate 250 TEU of containers on the being ambitious in environment care. equipped with catalytic converters. weather deck with 2,100-lane metres left for rolling cargo. The aft ramp opening has been heightened to seven metres on the port side to facilitate loading of two- stacked containers on Mafis. On the first pair of vessels, the aft ramp has also been placed asymmetrically to fit in at the Hoek van Holland terminal.
Fast turnaround essential Ro-ros have a long operating life and needs a couple of decades to earn enough to cov- er building costs. Being passenger vessels, they are also work intensely. Speed and a fast turnaround in ports are essential for a successful ro-pax design, while at the same time operating costs must be held at a opti- mum level. The Stena Seabridger class vessels are designed for low manning costs. Accom- modation is limited to two decks, cabins on deck eight and leisure and eating spaces on deck seven. EU politicians have set a large part of the agenda for the short sea shipping ro-ro market. Today, motorways of the sea and inland river transports are in favour over land transports, the reasons being several. The first pair will have an asymmetrically placed aft ramp to fit the Hoek van Holland Ships are said to be more environmentally terminal. Note the opening on the port side for container loading.
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 63 The “Stena Seabridger” class are the most fuel efficient vessels ever ordered by Stena RoRo.
“Our ships are prepared for installation however, the most fuel-efficient ships ever sel is equipped with two main engines of such systems, but the cost can’t be cov- ordered by Stena RoRo. This has been instead of four as in previous ro-paxes, ered by any incentive in the market today”, achieved through close co-operation with which has contributed to lower invest- says Carl-Otto Dahlberg. Fosen, resulting in an optimised hull form ment. The Stena Seabridger class vessels are, still strengthened to ice class 1A. Each ves- rolf p nilsson
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64 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21 2006 www.hoegh.com
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SEABORNE SHIPMENT is the most environmentally-friendly and cost-effective form of transport, not least in the case of big cargoes and long distances. Even so, what’s good can always be made better. As one of the world’s leading Ro/Ro operators, we have a responsibility to minimise the environmental impact of seaborne transportation. In fact, in a number of areas Höegh Autoliners is an environmental pioneer. The use of non-toxic marine paints and development of eco-friendly systems for disposal of ballast water are just two examples. We promise that more will follow. Boks Oslo
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Editor: Petter Arentz ~ Phone +47 33 40 12 00 ~ E-mail: [email protected] Clever seismic Grimaldi joins ShipServ Naples-based operator Grimaldi, the world’s leading Ro/Ro operator, has joined seabed technology ShipServ, the provider of e-commerce solu- Placing technology permanently on the involved. tions via the trading platform TradeNet. seabed to monitor how the oil moves in Also none of the available equipment The Group is known for its very advanced the reservoir during production has been a had an acceptable lifetime. All of this is purchasing organisation and procedures, dream come through for oil companies. about to change. Hydro Technology Ven- which has enabled it to achieve substantial There are numerous advantages. tures has so far invested NOK 18 million efficiencies over the years. Grimaldi is a Drilling can be more precise, and it will in this project. Other important investors long time user of SpecTec AMOS® Main- be possible to extract more oil from the are Energy Ventures and Chevron Texaco tenance & Purchase system and it is the fields. The British company Stingray Geo- Ventures. first SpecTec client to become a member of physical is developing new seismic technol- Hydro Technology Ventures has invested ShipServ TradeNet since SpecTec and ogy. Arne Frøiland, head of investment in NOK 750 million to develop new energy ShipServ announced their new partnership Hydro Technology Ventures, says: technology in order to stay at the front of in March. “Stingray Geophysical aims to be the first the game in oil, gas and new forms of ener- “This initiative fits perfectly into our company to offer commercial solutions at gy. strategy to integrate ships and back office an acceptable price and with a satisfactory Hydro’s annual spending on oil and systems with e-commerce ventures in order operating life. This will open for increased energy relat- to reach cost reduction, especially with use of permanent seismic technology, and ed research regard to the passive cycle of purchasing, it represents an interesting commer- is around gaining additional value from KPI analysis cial opportunity for NOK and benchmarking”, says Mr Coletta, Head Stingray”. 500 of Grimaldi’s Purchasing Dept, who has Use of per- million. brought his procurement experience to manent seismic Grimaldi from the aviation industry. technology “Shipping has been long behind other on the seabed industries, but now it is finally catching up to monitor with the most technological advanced reservoirs and industries.” production Monitoring from the has so far seabed can be possible been limited as Hydro Technology Odfjell optimizes with CommBox ventures have invested because of NOK 18 million in a Virtek Communications is contracted by the cost project. Odfjell ASA to optimize their communica- tions over Inmarsat Fleet 77 and Inmarsat B- HSD. The solution will be independent of Oil spill detection by radar airtime providers, give cost-efficient e-mail transfer and TCP/IP routing. The Comm- Norwegian company Miros uses marine x- extent of the pollution may be limited and Box has satisfied all these requirements after band radar to detect oil spills and has just the efficiency in clean-up operations having been tested on four vessels. sold five systems to oil producers on the increased to reduce the environmental Norwegian Continental Shelf. They are all consequences of oil spills. OSD has the members of NOFO (Norwegian Clean ability to detect oil spills in complete dark- UK to sell AIS information Seas Association for Operating Compa- ness enabling 24 hours skimmer opera- United Kingdom authorities plan to sell nies). NOFO, which has 14 vessels, is own tions. information gathered by the planned AIS by all the oil companies operating in Nor- (Automatic Identification System) shore wegian waters and is set up to handle oil station system. The UK shipping minister spills and similar incidents. The system will Stephen Ladyman says he wants to make enable NOFO to track and manage oil the most of the investment to offset the spills independent of sea and general cost. The Maritime and Coastguard weather conditions. The Miros oil spill Agency (MCA) is responsible for establish- detection (OSD) system utilizes advanced ing the coastal ground stations, while the image processing algorithms for earliest Miros uses x-band radar in their oil spill General Lighthouse Authorities (GLA) possible detection of oil spills. Hence the detection system. have researched the AIS.
66 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 16-18 May 2006 Flanders Expo, Ghent, Belgium
The only specialist event for the roll on / roll off shipping industry
Three information packed days: Conference, Exhibition, Networking Reception and Port Tour
Conference: RoRo- Meeting the Technical and Logistical Challenges
Key speakers include: • Giorgio Arena, Executive Vice President, Merchant Shipbuilding Division, Fincantieri • Anders Bomann, President Europe Region, Wallenius Wilhelmsen • Carl-Otto Dahlberg, Managing Director, StenaRoRo • Rolf Erixon, Head of Marine Transportation, SCA Transforest • Soeren Jung, Managing Director, DFDS Torline NV • Bruce Paterson, Fleet Technical Director, British Columbia Ferry Services, Inc. • Kell Robdrup, Director Ferry Division, Norfolkline • Stefan Sundin, Operations Director, StoraEnso • Daniël Termont, Alderman of the City of Ghent & Chairman of Ghent Port Company • Jean Trestour, Head of Unit, Motorways of the Sea & Intermodality European Commission, DG Tren
To view the full programme and book your place, visit: www.roroex.com/conference Conference Hotline: +44 (0) 20 7017 5511
Visit the RORO Exhibition for FREE Tuesday 16 May 2006 09.40 – 17.30 Organised by Wednesday 17 May 2006 09.30 – 17.30 Thursday 18 May 2006 09.30 - 16.00 Pre-register online for FREE and SAVE €20! www.roroex.com/register Official Sponsor Supported by Visitor Hotline: +44 (0) 870 787 6259 finANCE & INSURANCE
Editor: Petter Arentz ~ Phone +47 33 40 12 00 ~ E-mail: [email protected] Nordea/DnB NOR hold top spots Hull insurance market Nordea and DnB NOR have strengthened their position as the two leading ship financiers and have nearly 30 per cent of remains fragile the syndicate ship finance market, accord- Oslo-based Central Union of Marine Loss ratio in the Norwegian ing to London-based research firm Dealog- Underwriters (Cefor) predicts a hull loss marine insurance ic. This market had 256 deals worth USD ratio of 89 per cent for 2005, against 120 Per cent 66.0 billion last year. Nordea was bookrun- per cent in 2004 and 140 per cent a few ner for 43 deals amounting to USD 9.8 bil- years earlier. 1995 lion, while DnB NOR had 39 deals worth Cefor announced that although there USD 9.31 billion. Nordea’s portfolio was was a profit on hull insurance in 2005, the 1996 boosted by a USD 1.13 billion credit to market is far from strong. Premiums from Ship Finance International, another USD the ocean hull business reached USD 577 1997 1.5 billion for Bergesen Worldwide and the million, according to Norwegian Marine Sovcomflot refinancing of USD 600 mil- Insurance Statistics (NoMIS). The trend 1998 lion. Both the Scandinavian banks, along- overall last year was flat, but with some side HSH Nordbank, were also involved in premium increase for fleets with a poor 1999 Leif Höegh’s USD 900 million revolving record. credit. Several leading banks with big ship- On the bright side Cefor notes that for ping portfolios, like Citigroup and JP Mor- many years the largest claims facing the 2000 gan had USD 6.52 billion and USD 3,35 members accounted for between 10 and billion respectively. 12 per cent of the total. This fell to 4 per 2001 cent in 2004 and will remain low for 2005. 2002 American Club with cash call American Club has seen its financial posi- All-time high 2003 tion worsen and Standard & Poor’s rating The number of registered vessels reached in has fallen from BB+ to B+. The cash call 2005 an all-time high of 8,751 vessels. 2004 has not yet been executed, but will come in Compared to the world fleet, the NoMIS the next couple of months. According to database covers in 2005 about 20 per cent 2005 Standard & Poor the clubs operating per- of the world fleet above 300 GT in terms of formance has resulted in capital losses in numbers and 40 per cent in terms of ton- 0 30 60 90 120 150 2005. Losses could be USD 38.8 million. nage. By December 31st 2005, in all 90,211 Source: Norwegian Marine Insurance Statistics The cash call could bring the books in bal- vessel years (vessels with IMO-number) ance. It is no denying that the American and 27,645 claims were registered for the related to health, safety and the environ- Club has a very bad record of asking mem- underwriting years 1985 through 2005. ment.” bers for extra cash up and above premium The NoMIS statistics in this report com- Cefor’s Chairman (and Managing Direc- increases. It is said that since the club oper- prise data from: Bluewater Insurance ASA, tor and CEO, Bluewater Insurance) Bjørn ates at or near the bottom of the market Codan Group, Gard, Gjensidige Forsikring, Hildan notes that the tightly-knit Scandi- some of its members could find it difficult NEMI ASA, Norwegian Hull Club and navian marine insurance market is in good to get cover with other P&I clubs. Zurich Protector Forsikring. position to lead the industry’s push toward greater transparency. More transparency “For almost a century, the Cefor market German KG financiers Cefor now calls for more transparency in has allowed providers of marine insurance look to offshore the insurance industry. Cefor managing to work together to organize products and An Erick Rickmers-owned KG company is director Tore Forsmo believes that in order services in a coherent structured, and com- spending USD 192 million buying four to move forward, the industry must petitive manner,” he says. “Cefor members platform supply vessels (PSV) to be built by embrace transparency. share a pan-Nordic approach, both in Aker Yards. Led by Nordkapital, the private “We live in the Information Age, a time terms of presence and operation as well as KG market finally was attracted by what when the concept of ‘transparency’ has client portfolios. There are more features looks like a high return on capital. In the come to define how businesses interact that rather unite than divide the way we past couple of years the German KG market with each other, organisations and society,” carry out our business, whether we are has suffered a bit due to lack of vessels to he says. “Increasingly, the public is located in Denmark, Norway, Sweden or invest in. Offshore was a natural choice. demanding access to crucial information Finland”, said Bjørn Hildan.
68 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 WÄRTSILÄ® is a registered trademark
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L o a ...... 89.4 m L p p ...... 80.7 m Beam ...... 18.8 m Draft ...... 6.7 m GT ...... 2,500 t DWT ...... 4,500 t Machinery: 2 x Mak/Caterpillar 8M32C 3,840 kW Speed: 14,2 knots
known type UT 745. Maersk group has incorporated six units in the fleet since 1992, when Mærsk Frontier was delivered from Ulstein.
Truck of the sea The extension is a longer hull, increased accommodation and installation of a DP2- “Maersk Vega”, designed as a truck of the sea. system (Dynamic Positioning), making it easier to maintain station at sea under a platform. Otherwise Maersk Vega is a tradi- First Brazilian flagged tional platform supply vessel, which is designed as a truck of the sea, to carry all to Maersk Group kinds of cargo to the platforms. The Maersk group has added another for- in the group. The Maersk Vega was deliv- Presently, and for the next couple of eign flag to its portfolio of ship owning ered from FELS Setal S.A. (a Brazilian years, Maersk Vega is serving the Brazilian countries. The latest is Brazil, were the daughter company of the Far East Liv- platforms off the coast of the South Ameri- daughter company Maersk Brasil (Brasmar) ingston Shipyard in Singapore) at Angra can country. The ship has been fixed for sev- Ltd of Rio de Janeiro has become ship dos Reis. The ship has been under con- eral years to Petrobras Group. Maersk Sup- owners. struction for more than two years despite ply also operated 12–15 supply vessels with The company recently took delivery of that it is a Rolls Royce designed vessel. The Danish and UK-flag in Brazilian waters. the first Brazilian built supply vessel ever ship is an extended version of the well- bent mikkelsen
Superfast-vessels changed flag Superfast Ferries’ three ro-pax-ferries in the Baltic Sea have been handed over to their new owner Tallink. The ferries now fly the Estonian flag, but continue to trade with- out change of name. PÄR-HENRIK SJÖSTRÖM Superfast VII and Superfast VIII were tak- en over by the new owner on 10 April and Superfast IX on 12 April. AS Tallink Grupp has formed three subsidiaries, which own the vessels: Baltic SF VII Ltd., Baltic SF VIII Ltd. and Baltic SF IX Ltd. The vessels are operated by AS Tallink Baltic with daily sailings on the route Hanko–Paldiski–Ros- tock. The ferries were built in Germany in “Superfast VIII” leaving Naantali under Estonian flag on April 13 after a docking at Turku 2001 and 2002. Repair Yard.
70 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 “The Blue Book on the web” The web will give you access to the Register’s daily updated database on our Internet site with the same information as on the CD-ROM.
THE CD-ROM Included with the Main hardback Edition, this CD gives additional information such as e-mail and web address, activity marks and VAT number. Print-out facility TOOLS for address labels. you must have Every working day, more than 100,000 operators in shipping and forwarding rely on these tools for dependable, up-to-date information: The Shipbrokers’ Register lists 15,000 shipbrokers, shipping/liner and chartering agents worldwide.
The Shipbrokers’ Register Main Edition Multiuser CD-ROM Lists name, address, cable, telex, phone, fax and The Shipbrokers’ Register additional information such as after-office-hours CD-ROM is available for communication details. A special multiusers (unlimited number). yellow section contains approx. This CD also gives users 12,000 e-mail addresses. access to the database on our Internet site.
The Shipbrokers’ Register Pocket Edition The Shipbrokers’ Register In a handy format lists name, street Box 2 • SE-26122 Landskrona, Sweden Phone: +46 418 766 60, Fax: +46 418 766 67 address, phone and after-office-hours Telex: 72525 wram s communication details. E-mail: [email protected] www.shipbrokers-register.org technical news
Editor: Robert Hermansson ~ Phone: +46 40 15 61 44 ~ E-mail: [email protected] New features in Vantage Marine 11.6 Aveva has recently presented a range of of organizing the shipbuilding activities. This means that classification drawings can major new features to support the basic The new system is bridging the gap be updated with changes made by the sub- and detailed design activities for ships and between basic and detailed design and contractors and data for parts manufacture offshore structures through the shipping maintain two parallel views of the design in and assembly is updated with any changes system Vantage Marine 11.6 and Tribon the Ship Model database: a design view for made by the subcontractors during M3. the structural engineers and a production detailed design. The new features will improve the inte- view for the detailed designers, the struc- An existing production model (a ship gration of basic- and detailed design and tural engineers create and maintain the model database containing production contribute to new and more flexible ways design panels while the detail designers panels) can be reused for “reverse engineer- work with the production panels. ing” so that non-existent design panels can The production panels are created from be created through an intelligent merger of the design panels by using the automatic production panels. block splitting facilities. After block split- The newly obtained design panels can ting, the two views of the steel structural then be split to satisfy alternative produc- model are kept synchronized so that any tion sites. This process can be applied to all change to a design panel will automatically Tribon product information models creat- impact the corresponding production panel. ed in earlier versions of the software back A late change will be available not only as far as Tribon 4. in the basic design model but also imme- diately influence the parts definition work. For more information please contact: Justin Roux, Aveva, Tel: +44 (0) 122 355 6653 The new features also synchronize the [email protected] design and production panels when the Or: James Hafseth, Citygate Dewe Rogerson, Tel: +46 (0) 207 282 1086 The new structure is more flexible when production panel data is being delivered [email protected] organizing the shipbuilding activities. from the subcontractors to the shipyard. www.aveva.com
A new P-separator from Alfa-Laval Alfa-Laval will present the new P-separator mance standard, CWA 15375, it has become at the Posidonia Exhibition in Greece the easier to deal with tough process issues asso- first week in June. ciated with heavy fuel oil. The P-separator is suitable to handle Ship owners in increasing numbers lubricating oil and marine diesel oils with realise the relationship between good sepa- lower and well-defined densities and fewer ration performance and less engine wear. process issues. Its sibling, the S-separator is Many ship owners see the stan- the worlds most purchased marine separa- dard as a way to protect engine tor, specially designed to handle heavy fuel investments. A handbook writ- oil and tough separation issues. ten in collaboration by MAN The new P-separator is based on the B&W, BP Marine and Alfa Laval is same platform as the S-model and shares in high demand and more than 7,000 pro- many of the technical features as well as fessionals have asked for the book during the same benefits and advantages which the last six months. The book Marine The S-separator covers includes less oil loss, diesel engines, catalytic fines and a new all requirement together with the P-separator. reduced sludge vol- standard to ensure safe operation, can be ton rings. The Separation performance umes and lower life- ordered free of charge. E-mail your request standard establishes a method for measur- cycle costs. Together to: [email protected] ing the ability of centrifugal separators to the S- and P-separa- When cleaning heavy fuel oil the most remove solid abrasive particles such as cat- tors covers all cus- difficult process is to remove the catalytic alytic fines. tomer requirements for fines. As the particles are micron in sizes cleaning oil on board. and almost as hard as diamonds they cut For more information, please contact: Johan Maack, tel: +46 (0) 8 530 650 00 Thanks to the Marine into metal engine parts and stays embed- e-mail: [email protected] The new P-separator. separation perfor- ded in soft engine components such as pis- www.alfalaval.com
72 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 ses onboard – safety, environment & security
Editor: Monica Andersson ~ Phone +46 31 62 95 86 ~ E-mail: [email protected]
Greenpeace stops actions
SEANEWS Greenpeace will no longer participate in actions, where fast rescue boats are used to draw attention to ships and factories. Also actions where activists chain themselves to chimneys and fences will be history, according to Greenpeace Denmark. New legislation against terrorism gives the authorities a new instrument to stop Greenpeace actions, and the organisation has been fined DKK 50,000 by a court in Copenhagen.
Pirates captured by US Navy After a brief exchange of gunfire, the US Navy has captured 12 suspected pirates, five of whom were wounded. The suspect- “Giovanna” exploded at the Yantar shipyard in Russia. ed pirates were spotted 25 miles off the coast of Somalia in a 30-foot boat towing Tanker exploded at Russian yard several skiffs. When approached by US warships USS Gonzalez and USS Cape St A tanker named Giovanna exploded April injured. The fire was put out after seven George they operened fire on the naval ves- at the Yantar shipyard in Kaliningrad. hours. According to the prosecutor leading sels. According to a US Navy statement, Three explosions were followed by a pow- the initial investigation, the accident could the vessels returned fire and when boarding erful fire. have been casued by a short-circuit or a they found rocket launchers and automatic Three crew members were injured and spark that ignited fuel vapours. The vessel weapons. two were hospitalised. Also one of about is said to have carried 400 tonnes of 100 firefighters called to the scene was bunker oil. Coaster ran aground – captain fined Last Saturday, the captain of the German Swedish Government identifies coaster Lore D was fined DKK 10,000 after strategic ports and investigates pilotage having grounded near the isle of Tunø while on a voyage from Odense to Falken- The Swedish Government and its support A review of the fairway dues, which berg. The vessel struck the sandy bottom parties, the Left party and the Green party, might relieve shipping of the cost respon- on Friday evening, but the captain did not have presented a long-overdue transport sibility for ice-breaking, may be initiated alert the authorities until Saturday morn- policy bill. By using new technology, in connection with the introduction of a ing. There was no danger of oil pollution pilotage is to become safer, more effective kilometre-based tax for heavy road trans- or damage to the cargo. The vessel was and more customer adjusted. port. taken off the ground during the day with The government will identify ports of A decision on a kilometre-based tax the assistance of a tug and could shortly strategic importance for future invest- could be taken by the parliament in 2007. thereafter continue its voyage to Falken- ments in transport infrastructure. The Swedish government will continue berg. The captain could not explain why Also, a network of strategic combined to work at the EU level for more nations to the vessel deviated from its course and terminals for intermodal transport will be introduce environmentally differentiated sailed on the western side of the island of established. fairway dues. Samsø.
SCAVANGE AIRCOOLERS and HEAT EXCHANGERS for all major makes of diesel engines. SCANCOOL SALES Åkerivägen 8, S-152 42 SÖDERTÄLJE, SWEDEN Tel: 08–550 858 80, 550 858 81 • Fax: 08–550 809 71 E-mail: [email protected]
THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 73 Crew evacuated in new container carrier fire Part-owned Wallenius company The crew of 26 persons has been evacuated guilty of oily water dumping from the 3,800 TEU MOL container carri- er MOL Initiative off the Japanese coast. Singapore-based Wallenius Ship Manage- Colga, head of corporate communications An engine room fire had been fought ment, WSM, 50/50-owned by Wallenius at Wallenius Marine. with CO2 but flared up and the accom- Marine and Singapore Shipping Corp, has All crews on the 12 Singapore-flagged modation was filled with smoke. pleaded guilty in a US federal court to vessels managed by WSM will receive addi- The cause is not known and there is no seven charges of illegal dumping of oily tional training and instruction as part of a information on cargo or environmental water by by-passing the oily water separa- three-year Environment Compliance Pro- damage. tor on the Singapore-flagged Atlantic gramme. Monitoring will also be increased Breeze. to avoid future incidents of this nature. The company will have to pay a USD SOURCES AND RELATED LINKS five million fine and USD 1.5 million to Codan/Trygg-Hansa Marine an environment protection foundation for projects in New Jersey. www.trygghansa.se/marine The Burmese chief engineer on the Greenpeace PCTC has also pleaded guilty and faces up http://www.greenpeace.org/international to five years in jail. “As shareholders in WSM, we are totally LOSS PREVENTION dissatisfied with this situation. It is against TOOLBOX all our environment and maritime safety goals, which are set well above internation- in co-operation with al standards and regulations”, says Cecilia “Atlantic Breeze” has pleaded guilty.
A new part has been added to the Codan/Trygg-Hansa Loss Prevention Toolbox at High fines for oil pollution in France the SES Onboard web site: www.shipgaz.com/english/ses. The fine for pollution in October, last year, have to pay ten per cent of the fine him- In this part, Ingemar Pålsson, Loss Prevention by the container carrier Maersk Barcelona self. Furthermore, a sum of EUR 13,000 Manager Nordic Marine, highlights the was considerably higher, when it came to will be given to various environmental importance of prevention, detection and court. The court raised the fine from EUR organisations. The Maersk Barcelona is control with regards to the ship itself. 600,000 to 800,000. The reason for the owned by KGAL in Hamburg with techni- higher fine was that it was proved by the cal management at V Ships, Hamburg. SES Onboard prosecutor that it was not an accident, as The same court has imposed a fine of The SES Onboard section focuses on claimed by the technical manager, but neg- EUR 250,000 on the Danish-owned 4,100- Safety, Environment and Security issues of ligence and insufficient maintenance of the tonner Etly Danielsen for polluting the coast interest for ship operating professionals at oil/water separator. of Brittany in February, 2003. Etly Danielsen sea and in shore-based organizations. The Ukrainian captain on board will has now been sold.
Investments in polish coast and border guard operations The Polish coast guard service’s second Grif- for PLN 28 million and later a W-3AM Ana- but modernised surveillance towers. Fur- fon 2000 hovercraft has now been delivered. conda helicopter. ther investments can be expected as a result The two hovercrafts represent an investment A surveillance system with radar and of the Schengen Agreement. of PLN 7.5 million (about EUR 1.9 million). camera stations is currently under con- The total value of all the investments In April, the coast guard service will take struction at a cost of EUR 30 million. The could amount to EUR 159 million with delivery of a PZL M28 05 Skytruck aircraft equipment will be located in 11 existing most of the financing provided by the EU.
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'/ 74 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 THE STORY OF THE SWEDISH EAST INDIA COMPANY The Great East India Adventure The story of the seamen and ships of the Swedish East India Company. #SJEHFT The Swedish East India Company was founded in 1731 and was GPS5SBEF destined to become the most successful company in Swedish history. Despite the loss of many ships and thous- JO&VSPQF ands of deaths due to accidents and bad conditions, the Swedes continued their voyages round Africa and across the vast Indian Ocean. They defied the established European powers, fickle local rulers, pirates and treacherous weather conditions. Hard cover, 180 pages ISBN: 91-974379-5-6 Price: 240 SEK (26 EURO) (Postal costs are not included) P.O. Box 370, SE 401 25 Göteborg, Sweden www.breakwater.se ~ [email protected] Order your books as follows: Ω Visit our web site and order on www.breakwater.se Ω Send your order by telefax +46 (0) 31 80 27 50 MARKET REPORTS Newbuilding contracts in the Nordic market Month Owner Nat Size Type Shipyard Delivery Value Remarks Mar Sea-Cargo No 5,000 ro-ro Bharati SY 9.08 ro-ro-sideloader Sea-Cargo No 5,000 ro-ro Bharati SY 1.09 ro-ro-sideloader Solvang No 75,000c LPG Hyundai 4q08 Havila No 3,000 supply Havyard 12.07 Havyard 842, 245m Statnett No 87m heavy Flekkefjord Slip 10.07 NOK 180 m Awilco No jack-up Keppel-Fels 5.09 USD 146 m PetroMena No semi-sub Jurong 11.09 USD 480 m Frigstad Offshore No semi-sub Yantai Raffles 1h09 USD 400 m Standard Drilling No jack-up Labroy Batam 08 USD 146 m Standard Drilling No jack-up Labroy Batam 09 USD 146 m John Fredriksen No 12,800 tanker Alcock Ashdown 08 John Fredriksen No 12,800 tanker Alcock Ashdown 08 John Fredriksen No 12,800 tanker Alcock Ashdown 09 John Fredriksen No 12,800 tanker Alcock Ashdown 09 Toisa Ltd UK 4,500 supply Kleven 12.07 MT6016L Eidshaug Rederi No 1,700 sideload Moen Slip 9.07 Dofcon No 153m offshore Aker Søviknes 5.08 Aker OSC06L Dofcon No 153m offshore Aker Promar 10.08 Aker OSC06L BRP Shipping Sw 3,000 tanker Aas MV 3.08 3470cub M H Simonsen Den 1,700 tanker Desan 4q07 ice-classed PGS No 9,500* seismic Aker Langsten1q08 Ramform Westfal-Larsen & Co No 46,000 tanker Hyundai Mipo 09 UDS 49.3 m Westfal-Larsen & Co No 46,000 tanker Hyundai Mipo 09 UDS 49.3 m Westfal-Larsen & Co No 46,000 tanker Hyundai Mipo 09 UDS 49.3 m Westfal-Larsen & Co No 46,000 tanker Hyundai Mipo 09 UDS 49.3 m Westfal-Larsen & Co No 46,000 tanker Hyundai Mipo 09 UDS 49.3 m Westfal-Larsen & Co No 46,000 tanker Hyundai Mipo 09 UDS 49.3 m SeaDrill No jack-up Keppel Fels 2q08 USD 132 m A P Møller-Maersk Den 3,700 supply Aker Yards 08 VS472 A P Møller-Maersk Den 3,700 supply Aker Yards 08 VS472 A P Møller-Maersk Den 3,700 supply Aker Yards 08 VS472 A P Møller-Maersk Den 3,700 supply Aker Yards 08 VS472 A P Møller-Maersk Den 3,700 supply Aker Yards 09 VS472 A P Møller-Maersk Den 3,700 supply Aker Yards 09 VS472 A P Møller-Maersk Den 3,700 supply Aker Yards 09 VS472 A P Møller-Maersk Den 3,700 supply Aker Yards 09 VS472 Farstad Shipping No 3,000 supply Aker Brevik 12.07 UT751E Farstad Shipping No 2,700 supply Aker Brevik 3.08 UT712L Remøy Managemenmt No 93m coastguard Myklebust 12.07 VS794CGV Geo ASA No 106m subsea Aker Promar 5.08 NOK 400 m Trico No 4,250 supply Solstrand 11.07 MT6009 Arne Blystad No 25,000 tanker Daesun SB 08 USD 35 m Arne Blystad No 25,000 tanker Daesun SB 08 USD 35 m Arne Blystad No 25,000 tanker Daesun SB 08 USD 35 m Arne Blystad No 25,000 tanker Daesun SB 08 USD 35 m DS Torm Den 52,000 tanker Guangzhou SY 08 USD 46.5 m DS Torm Den 52,000 tanker Guangzhou SY 08 USD 46.5 m DS Torm Den 52,000 tanker Guangzhou SY 08 USD 46.5 m DS Torm Den 52,000 tanker Guangzhou SY 09 USD 46.5 m DS Torm Den 52,000 tanker Guangzhou SY 09 USD 46.5 m DS Torm Den 52,000 tanker Guangzhou SY 09 USD 46.5 m Concordia Maritime Sw 49,900 tanker Brodosplit 4q09 USD 54 m Concordia Maritime Sw 49,900 tanker Brodosplit 4q09 USD 54 m Østensjø Rederi No 37 m tug Ast Gondan 10.07 Østensjø Rederi No 37 m tug Ast Gondan 2.08 SvitzerWijsmüller Den tug Admiralty SY 1q08 for Sakhalin SvitzerWijsmüller Den tug Admiralty SY 1q08 for Sakhalin April Volstad Shipping No 5,000 supply Aker Brattvaag 6.08 NOK 260 m Siem Offshore No 5,000 diving Kleven 1q08 NOK 327 m MT6016 Island Offshore No 3,200 supply Aker Brevik 11.07 NOK 150 m UT755l Island Offshore No 8.700 constr Ulstein 2q08 NOK 600 m * gross tons c = capacity in cubic meters 76 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 MARKET REPORTS Month Owner Nat Size Type Shipyard Delivery Value Remarks Leif Höegh & Co No 145,000c LNG Samsung 4q09 USD 290 m Leif Höegh & Co No 145,000c LNG Samsung 10 USD 290 m Stena Drilling Sw drillship Samsung 6.08 USD 550 m Anders Utkilens Rederi No 9,500 tanker CN de Poli beg 08 Anders Utkilens Rederi No 9,500 tanker CN de Poli 08 Anders Utkilens Rederi No 9,500 tanker CN de Poli 09 Nordcapital Holding Ger 3,200 supply Aker Aukra 4q07 UT755L Nordcapital Holding Ger 3,200 supply Aker Aukra 1q08 UT755L Nordcapital Holding Ger 3,200 supply Aker Aukra 1q08 UT755L Nordcapital Holding Ger 3,200 supply Aker Aukra 2q08 UT755L Awilco No jack-up PPL Shipyard 2q08 USD 125 m Myklebust No 3,200 supply Simek 7.07 NOK 145 m UT755L * gross tons c = capacity in cubic meters Secondhand transactions in the Nordic market Month Name DWT Built Type From Price Buyer Remarks/New name March Waigaqiao resale 175,000 2006 bulk Golden Ocean, Oslo USD 62 m Bocimar, Antwerp Waigaqiao resale 175,000 2007 bulk Golden Ocean, Oslo USD 62 m Bocimar, Antwerp Sacramento 157,411 1998 tanker OMI Corp, US USD 69 m Nordic American, Sandefjord Nordic Laurita 68,139 1981 tanker Teekay Norway, Stavanger Bassøe FPSO, Oslo Lillgaard 1,596 1973 dry cargo Red Lillgaard, Mariehamn Egypt Wilson Maas 1,850 1987 dry cargo Arkon Sh, Haren Ems EUR 2.1 m Wilson, Bergen Wilson Ruhr 1,850 1987 dry cargo River-Liner, Haren Ems EUR 2.1 m Wilson, Bergen Svealand 25,206* 1999 ro/pax Stena Line, Göteborg Lisco Baltic, Klaipeda Smyril I 3,937* 1969 ferry Strandfaraskip, Torshavn Arsea, St Lucia Faultless 154,970 1992 tanker Top Tankers, Bermuda USD 50 m KS Pareto, Oslo 7 yrs bb Stainless 149,599 1992 tanker Top Tankers, Bermuda USD 50 m KS Pareto, Oslo 7 yrs bb Noiseless 149,554 1992 tanker Top Tankers, Bermuda USD 50 m KS Pareto, Oslo bb Endless 135,915 1992 tanker Top Tankers, Bermuda USD 50 m KS Pareto, Oslo bb Limitless 135,055 1992 tanker Top Tankers, Bermuda USD 50 m KS Pareto, Oslo bb Tamar 70,350 2003 tanker OMI Corp, US USD 44.5 m Tailwind Sh, Bergen bb Ottawa 70,350 2003 tanker OMI Corp, US USD 44.5 m Tailwind Sh, Bergen bb Stella Bulker 52,500 2001 bulk J Lauritzen, Cph USD 28.2 m Almi Marine, Greece Atlas Sky 34,700 1983 bulk Atlas Sh, Copenhagen undiscl Aker resale 3,500 2006 supply Siem Offshore, Grimstad NOK 163 m SBS Ltd, Aberdeen Silver Fjord 4,000 1997 reefer Laskaridis, Greece USD 10.4 m Green Reefers, Bergen Breeze Arrow 46,998 1992 o-hatch Borgestad, Porsgrunn NOK 400 m Gearbulk Ltd, London Borg Arrow 46,998 1992 o-hatch Borgestad, Porsgrunn en bloc Gearbulk Ltd, London Bridge Arrow 46,956 1992 o-hatch Borgestad, Porsgrunn en bloc Gearbulk Ltd, London Westwood Anette 45,295 1987 o-hach Borgestad, Porsgrunn en bloc Gearbulk Ltd, London Westwood Marianne 45,252 1986 o-hatch Borgestad, Porsgrunn en bloc Gearbulk Ltd, London NCC Jouf 28,000 1976 tanker NCC, Saudi Arabia Salhus Sh, Haugesund NCC Yamamah 28,000 1977 tanker NCC, Saudi Arabia Salhus Sh, Haugesund Sigas Governor 3,536c 1983 LPG C Eitzen, Oslo USD 4.4 m undisclosed Natura 91,263 1993 sh tanker Neste, Helsingfors USD 47 m Knutsen OAS, Haugesund Nobel Snapper 135,000 1981 bulk Einar Lange, Oslo USD 14 m Venezuela Monte Carmelo 11,380 1994 tanker Fluviale de Nav, Italy USD 16.9 m Lorentzen Skibs KS, Oslo Fosna 96,314 1992 tanker J L Mowinckel, Bergen USD 38.5 m Bakri, Saudi-Arabia Sibohelle 82,800 1993 obo Difko, Denmark USD 36.5 m B+H, US Arklow View 4,280 1991 dry cargo Arklow Sh, Ireland Misje Bulk, Bergen Ditte Theresa 4,500 1977 tanker Herning, Herning USD 1.6 m Malta Anette Theresa 2,000 1976 tanker Herning, Herning Black Sea Volgograd resale 8,000 2006 tanker Russian USD 18 m Svithoid, Stockholm Elbe Double 2,500 1976 tanker KS Ida Wonsild, Marstal Uni-Tankers, Middelfart Merchant 21,195* 1983 roro Finn Roro, Oslo Imperial Sh, Göteborg Green Arctic 2,730 1980 reefer Green Reefers, Bergen USD 2.6 m Greece Nobel Foam 78,532 1981 obo Einar Lange, Oslo USD 7,750,000 Canadian SS Nordsun 14,100 1991 container Klaus Oldendorff, Lübeck USD 16.0 m Hansen & Lange, Cph April Alandia 6,754* 1972 ferry Red AB Eckerö, Åland Mediterranean Lake Sequoia 75,950 2001 bulk Golden Ocean, Oslo USD 31.6 m undisclosed Hanseatic Swift 3,200 1992 dry cargo Hanseatic Schiffahrt, Haren USD 4.0 m Wilson, Bergen Nordwest 1,582 1977 dry cargo Norswest Shipping, Visby Einarsen, Kopervik * gross tons c = capacity in cubic meters THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 77 MARKET REPORTS Tank – high oil price weaken demand Firm oil prices have kept traders out of 125 to WS 90, down 28 per cent. In the and more tonnage enters the market. Clean ❯ the market for the most part and Baltic freight for 100,000 tonnes Primorsk Trans-Atlantic MR freight from North demand looks definitely weaker than one to UK/Continent fell from WS 140 to WS Europe could slip further from the present month ago. As a tanker microcosm the 115 as ice strengthened vessels are no level of WS 265, or USD 21,180 per day North European market reflects global longer required. on the front haul, to WS 240. As demand trends quite well in that the dirty market Clean tonnage in North Europe has not in the Baltic remains quite good that mar- has weakened considerably, while the clean had an easy time as demand has slipped ket could remain at present levels. segment remains fairly stable, except for LR tonnage. The trend is not surprising Wet bulk developments North Europe bearing in mind that the net addition to Worldscale ■ Suezmax North Sea–TA ■ Aframax NS– UKCont the tanker fleet in the first quarter was 67 500 ■ Aframax Primorsk–UKCont ■ Clean MR UKCont–TA vessels aggregating 5.4 d.w.t. In our last ■ Clean Baltic–UKCont report we noted that the demand side is not keeping pace with supply and that cer- 400 tainly remains true. But until oil prices sta- bilise or fall, no extra demand is expected. Eventually high oil prices could affect con- 300 sumer demand and thus reduce actual wet tonnage demand. The downturn in freight 200 rates in North Europe in the past month is quite dramatic. Suezmax cargoes of 135,000 tonnes North Sea for US Atlantic 100 Coast/US Gulf are down from WS 135 to WS 95 on average, a weakening of nearly 0 30 per cent. The short haul 80,000 tonnes Jan ‘04 Apr ‘04 Jul ‘04 Oct ‘04 Jan ‘05 Apr ‘05 Jul ‘05 Oct ‘05 Jan ‘06 Apr ‘06 North Sea to UK/Continent fell from WS Source: SSG, April 18, 2006 Dry – tonnage overhang in depressed market Dry bulk owners are still looking for is, of course, not a particularly happy time DWT, mostly from panamax and upwards. ❯that extra demand, which will firm for dry bulk owners. Charterers now see It is as if the owners do not believe analysts freight rates, but to no avail. The imbal- even lower rates and they are holding back when they warn against over-ordering. One ance between supply and demand is widen- to put pressure on hapless owners. Deliver- explanation is that banks so far have pro- ing. Not even the Chinese can provide the ies of new tonnage continues unabated an vided relatively cheap finance and even the extra demand to balance the market, as net additions to the dry bulk fleet in the equity is easy to come by through the lim- they have done in the past ten years. Easter first quarter was 39 vessels of 4.5 million ited partnership system. It will not be the first time that cheap money has tempted Dry bulk freight development owners beyond reason to order tonnage, which now turns out to be surplus to Atlantic round voyage, USD per day ■ Capesize ■ Panamax ■ Handy requirement. 100,000 It is notable that in the past 12 months Atlantic freight has dropped considerably. 80,000 Capesize rates are down from USD 77,000 per day equivalent to USD 36,000 per day, a fall of 53 per cent, while panamax freight 60,000 is down from USD 42,000 per day to USD 16,750 per day, all of 60 per cent lower. Despite a much better match between sup- 40,000 ply and demand, the handy rates also fell from USD 28,500 per day to USD 14,000 20,000 per day, down 51 per cent. Not pleasant reading for dry bulk owners. Numbers reflect deteriorating market prospects for 0 Apr ‘04 Jul ‘04 Oct ‘04 Jan ‘05 Apr ‘05 Jul ‘05 Oct ‘05 Jan ‘06 Apr ‘06 owners and the trend will continue. petter arentz Source: Fearnleys/SSG, April 18, 2006 78 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 NO ASSEMBLY REQUIRED Why dismantle your cargo when ACL can ship it in one piece? ACL’s RORO ships were designed for shipments that are too big for a container. Your product is parked under-deck in our ship’s garage decks, secure from the elements. ACL provides door-to-door service on oversized cargo the same as we do for containers. We save you the hassle of costly dismantling and reassembly while eliminating the risk of damages due to lifting, weather and seawater. Before you break your next shipment down into pieces to fit into a container, let ACL show you a better alternative. www.ACLcargo.com +46 31 64 5500 +020 64 55 55 MARKET REPORTS Offshore market report April 2006 With prospects for continued oil high Offshore rate development ❯ prices the offshore bonanza is rolling GBP 1,000 PSV: ■ 600/700 AHTS: ■ 15,000–16,000 ■ 20,000+ on, apparently without any softening. New equity is being raised for more drilling rigs, 70 the rush of orders for supply and support 60 vessels is keeping up and the spot market appears as hot as ever. 50 Heated spot market 40 The North Sea spot market picked up from the beginning of March and has since 30 remained tight, with rates for large 20 anchorhandlers exceeding GBP 60,000 and large platform vessels 35,000 per day. The 10 number of vessels in the spot market has, WWeekeek however, declined over the winter to less 0 than 50 vessels. This is mainly due to good 20 25 30 35 40 45 50 1 5 10 15 opportunities for term charters which appears to have absorbed the flow of new way and Brazil. With two smaller vessels Nordcapital Holding, a German finance deliveries. Market observers expect a con- for another DOF affiliate, Geo ASA, the house. The latter order also reflect a new tinued hot market over the summer. group’s total investment in specialized interest from German companies. This was Since the beginning of March some 34 units now stands at almost NOK 2.4 bil- recently seen by the delivery of three new orders for oil-related vessels (excluding lion. VS470 PSV from Kleven Maritime to the drilling units) have been recorded in the Norwegian shipyards are still enjoying Harms Bergung group. Nordic market. With the large order stock the focus of the order boom, now with In the short term there are still uncov- for offshore vessels it seems certain that deliveries well into 2008. Aker Yards have ered requirements for 6-12 months char- this generation of vessels – platform vessels been particularly successful in piling up ters, and in the longer term, the looming of UT755L, VS490-2 and MT6000-design orders, like eight VS-472 anchorhandlers energy shortage will open new and exciting and anchorhandlers of UT712, UT727 and for A.P. Møller-Mærsk at NOK 3.3 billion opportunities for offshore contractors. A101 types – will establish a new genera- and recently 4+4 UT755LN PSVs for dag bakka jr tion of vessels which will displace older units from the North Sea. The smallest SOME TERM FIXTURES: anchorhandlers in the North Sea spot fleet are now in the 15,000 BHP segment and Charterer Vessel Type Operation the largest around 23,000 BHP. Apache Highland Citadel psv ext 1 yr, support Forties Field Venture Ocean Spirit psv 21 months, support Noble Julie Robertson Special vessels Statoil Normand Flipper psv ext 6 months until Oct 2006 The last few months have displayed a RWE-DEA Olympic Provider psv 2 yrs + opt, support Noble Al White marked upturn in interest for special ves- Petersons Highland Bugler psv ext until March 2007 sels, ranging from subsea/ROV, construc- Hydro Island Ranger psv 2 months ext tion and maintenance units to seismic ves- Oilexco Island Scout psv 1 yr ext until March 2008 + opt sels. This, of course, reflects the great SOME TERM CHARTERS OUTSIDE THE NORTH SEA: emphasis on oil exploration and field con- Ras Gas Active Queen ahts 60 days + opt struction. The seismic fleet had actually ExxonMobil Viking Thaumas psv 6 months. Nigeria been in decline after 1998, but is now Total Bourbon Borgstein ahts 1 yr support Transocean Robertson, Angola growing with a good demand for new ves- sels. And larger vessels for construction SPECIAL VESSEL FIXTURES: support, generally with ROV, diving sys- Subsea7 Solstad newbuilding constr 8 yrs from May 2007 tems, cranes and accommodation, are now Condive USA Olympic Orion psv 2 yrs at USD 38,000 per day being ordered. These are generally very Blue Marine Island Pioneer mpsv 3 years firm, Mexico expensive vessels, at prices around USD 75 BP Edda Fjord psv 6 months ext, US Gulf million each, and a good number of them Pemex/Deepocean Arbol Grande diving 1 yr extension, Mexico are being fixed for long periods. C&C Rig Rupporter psv 3 yrs options worldwide A new spin-off from District Offshore Tideway Ocean Commander psv 1-2 months trench work (DOF), Dofcon, has ordered two large con- Canyon Offshore Olympic Commander psv 2 yrs + opt struction vessels from Aker yards in Nor- Based on information from R G Hagland Offshore, www.hagland.com 80 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 MARKET REPORTS BUNKERS AND CRUDE OIL TRENDS SHARE PRICE INDEX Week Rotterdam Bunkers Crude Oil Crude Oil Index 13/4 7/4 380 cSt, USD/t MDO, USD/t Brent, spot IPE, USD/brl Broström Logistics* 95.48 97.32 09 299 512 62.58 10 286 493 61.19 OSE2030GI** 312.11 322.00 11 298 507 63.38 *Broström Logistics is a share price index that includes seven 12 303 516 62.22 Swedish as well as non-Swedish transportation and logistics companies, publicly listed on European Stock Exchanges. For 13 316 528 65.30 further information, visit www.brostroms.se. 14 315 551 67.14 **OSE2030GI includes the shipping companies listed on the 15 316 568 69.04 Oslo Stock Exchange. Quotations Friday each week. Sources: Stockholm Chartering, Clarkson CRUDE TANKER MARKETS DRY CARGO MARKETS, LARGE CARRIERS Size Route Week Worldscale Earnings Size Route Week USD/t Av. Earnings (USD/day) (USD/day) VLCC Persian Gulf – UKC C/S 09 82.5 57,200 Single voyages 275,000 10 80.0 55,500 Capesize Tubarao–Rotterdam 09 14.00 42,689 11 75.0 49,100 165,000 Iron Ore 10 13.80 41,463 12 70.0 43,300 11 12.50 35,644 13 57.5 27,900 12 12.80 37,104 14 57.5 27,700 13 12.25 33,888 15 57.5 27,100 14 12.50 34,889 Suezmax Cross Med 09 130.0 41,500 15 12.50 34,889 130,000 10 130.0 42,300 Panamax Hampton Roads – ARA 09 12.00 17,172 11 130.0 41,600 70,000 Coal 10 12.10 17,333 12 130.0 41,300 11 12.00 17,139 13 125.0 37,900 12 12.50 18,402 14 100.0 24,400 13 12.25 17,404 15 95.0 21,600 14 12.00 16,694 Aframax North Sea – UKC 09 125.0 25,700 15 12.00 16,694 80,000 10 115.0 21,500 Tripcharter 11 125.0 25,700 Handymax Transatlantic, round voyage 09 11,400 12 130.0 27,900 10 11,750 13 115.0 20,300 11 13,000 14 87.5 7,400 12 12,750 15 97.5 12,000 13 13,000 Quotations Friday each week. Source: Clarkson, www.clarksons.net 14 12,500 15 12,500 Quotations Friday each week. Source: Clarkson, www.clarksons.net Steckmest buys Wallem aged ships. In 1949, Wallem’s headquar- of the yards’ target for the whole year, which ters moved to Hong Kong where they still is USD 27.16 billion, writes Lloyd’s List. Hong Kong-based ship manager and are. agency business Wallem has been bought by Tom Steckmest, the Bergen-based great Profit up in Århus after landsale grandson of the founder of the Company, Order intake at record level The Port of Århus ended 2005 with a much from majority shareholders Caledonia for major shipyard trio larger profit than in 2004. For 2005, the Investments, controlled by the Cayzer The world’s three largest shipyards, profit was DKK 126.7 million compared family, for USD 35.9 million. Wallem has Hyundai, Daewoo and Samsung, are close with DKK 22.9 million in 2004. The sharp around 200 ships under management. The to a record order intake for the first quarter profit increase is the result of a sale of land Wallem story began in 1897, when a this year. The total order value reached USD to the Municipality of Århus. It was the young Norwegian Broker, Haakon 11.3 billion for 12 LNG tankers, 36 oil older part of the inner harbour that was Wallem, established himself in the Far tankers, 12 LPG tankers, eight container car- sold. The profit will be used to finance the East. He set up his company in Shanghai riers, three drill ships and four offshore extension of the east harbour and the new in 1903 and by 1908 he owned and man- plants. These orders represents 42 per cent container terminal. THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 81 “Viking” – well-known landmark in Göteborg HÅKAN SJÖSTRÖM he four-masted barque Viking is of the same year and returned after that to Viking was not regarded as a fast vessel, a beautiful contribution to the the anchorage in Mariehamn. her last voyage was exceptionally slow. seaside of Göteborg at her per- The last voyage of the Viking under sail When the cargo of 51,000 bags of wheat T manent moorings at Lilla Bom- commenced in 1946 under the command was being discharged in London in men by the river Göta älv near the city of captain Karl Broman. In the autumn, August, it became clear that the vessel centre. Now a floating hotel and restau- she sailed for Vasa in the Gulf of Bothnia, would never sail again in commercial rant, the Viking was one of the last “wind- where she loaded sawn timber for East trade. The era of the sail in commercial jammers” in the grain trade. London in South Africa. 25 passengers shipping had definitively come to an end. Delivered by Burmeister & Wain in also embarked – missionaries bound for Gustaf Erikson died in 1947, and his son Copenhagen in July 1907, the Viking Africa. She departed on 15 November. Edgar was leading the company when it served as a Danish training vessel. She was was time to make a decision about the simultaneously employed in commercial The “Viking” met several violent winter Viking. trading and had accommodation for some storms on the North Sea and the North The Viking miraculously escaped being 80 cadets under the stretched quarter deck. Atlantic. Off Lindesnes, the weather was broken up when the city of Göteborg so bad that all sails except the lower top- showed interest in buying her as a perma- She was bought by the legendary Åland sails had to be taken in, but the vessel still nently moored training and museum vessel. ship owner Gustaf Erikson in 1929. Under made a speed of 12 knots. Her last voyage was made with a cargo of Gustaf Erikson’s flag, the Viking was most- The Viking arrived in South Africa on 3 coke under tow of Röda Bolaget’s tug Karl. ly employed in the grain trade from Aus- April 1947. After the timber had been dis- She arrived at Göteborg on 22 May 1951. tralia to Europe. charged, a full cargo of coke for Santos in First the Viking served as a seamen’s When the Second World War started in Brazil was taken on board. On 19 Octo- school and was extensively rebuilt for this September 1939, the Viking was in her ber, the Viking left Santos in ballast for purpose. Now a hotel, the vessel is still home port of Mariehamn. She stayed Port Lincoln, Australia, where she arrived owned by the City of Göteborg but oper- there until July 1944, when she together on 16 December – a year and a month ated by Lisebergs Restaurant AB. with Erikson’s Pamir and Passat was towed after her departure from Finland! pär-henrik sjöström to Stockholm to serve as a grain storage The Viking took on board her last cargo vessel. of grain in Port Victoria. She set sail on 11 Sources: “Viking” by Jan Davidsson, “Åländska skeppsporträtt i ord och bild” by Lars Fully loaded with valuable grain, the March 1948 and reached Falmouth Roads Grönstrand and “Den åländska segelsjöfartens Viking was towed to Turku in November 139 days later on 28 June. Although the historia” by Georg & Karl Kåhre. 82 THE SCANDINAVIAN SHIPPING GAZETTE • APRIL 21, 2006 POSTTIDNING B TTS dry cargo handling RoRo equipment | hatch covers | side loading systems | equipment for cruise vessels and megayachts Photo: RCCL you and the sea– it’s what drives us www.tts-se.com In bringing the best in marine engineering to the market, we’re constantly fixed on our two most important critics – you and the sea. That’s why we ensure that all our solutions, from the simplest to the most creative, inspire trust throughout the entire breadth of your cargo handling requirements.