Swedish Shipping Swedish Shipping Gazette SMM 2018 Edition

SMM 2018: Green Produced by Shipping Swedish Shipping Gazette

Welcome to Stockholm Repairyard We carry out all types of ship repair and main- • Dry docks 180 m x 25 m and 100 m x 16,5 m tenance works. With our dry-docks and the • Cranes range from 12- 35 tons strategic location of the yard we offer excellent • Berth 75 m with a depth of 5 m availability and service to our customers in the • Berth 110 m with a depth of 7 m region of Stockholm and the Baltic Sea. Don’t hesitate to contact us, we are available 24 hours when necessary. Welcome!

Stockholms Reparationsvarv AB Beckholmen SE- 115 21 Stockholm, Sweden Phone: +46 (0)8 54 56 63 50 Email: [email protected] 2 Web: www.srvab.com

SthlmRepairHel1705.inddStockholmsvarvet sistasidan.indd 1 1 2018-06-152012-11-21 09:2307:44 SMM 2018 Edition

EXPERIENCE TO TAKE YOU FORWARD

Marine Insurance is foremost a question of experience and service. Swedish Shipping Gazette Mariehamn | Helsinki | Stockholm www.alandia.com Published by: Svensk Sjöfarts Tidnings Förlag AB, a subsidiary of the Swedish Shipowners’ Association (Föreningen Svensk Sjöfart).

Editor in chief and publisher: Pär-Henrik Sjöström, +46-70-877 26 47

Address: Västra Hamngatan 13, SE-411 17 Göteborg, Sweden Phone: +46-31-712 17 50 E-mail: [email protected] Visit us at E-mail (staff): [email protected] SMM Hamburg Hall A1 Internet: www.sjofartstidningen.se Stand A1.219 Outdoor space A1.FG2 ■ EDITORIAL STAFF Pär-Henrik Sjöström, editor in chief +46-70-877 26 47 Adam Bergman, journalist +46-73-339 72 30 STAUFF LINE Henrik Ekberg, journalist +46-73-695 61 61 Anna Lundberg, journalist +46-73-642 38 11 Daniel Cooper, freelance journalist ETT KOMPLETT UTBUD ORIGINAL STAUFF-KOMPONENTER FÖR FLUIDTEKNIK, ■ ADVERTISING SYSTEM OCH TJÄNSTER MED MERVÄRDE Micke Färlin, +46-73-274 87 44 UNDER ETT TAK

■ ADMINISTRATION Ingela Öberg, +46-31-712 17 51 Lära sig mer: www.stauffline.com Printed by: Risbergs Information & Media, Uddevalla Cover photo: Joachim Sjöström

3 - 05.17

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7...... What is Swedish shipping?

8...... Swedish shipowners think green

12 ...... SMTF

14...... Column Swedish Shipowners’ Association

16 ...... How green is green-tech shipping?

20 . . . . . Blocal and Glocal yards

8 24...... 2020 is getting closer

26 . . . . . Stockholm Repairyard

Green thinking 28 . . . . . Prod/chem tanker Fure Vinga swedish shipowners prefer to utilize green technology in their newbuilding projects, supporting climate-smart 32 . . . . . Sharing mental models transport solutions at sea. A key component is usually close 35 . . . . . Börjessons cooperation with long term charterers. 36 . . . . . Terntank

40. . . . . STM

42 . . . . . Diab

44 . . . . . Oresund Drydock

46 . . . . . Enwa Water Technologu

47 . . . . . PCTC Titus

48 . . . . . MarineShaft 28 44 50 . . . . . Swedish newbuilings

5 Swedish Shipping Gazette

THE SWEDISH SHIPYARD

FLOATING DOCK 1 Max ship lenght: 110 m Max ship width: 16 m Lifting capacity: 4 000 tons

FLOATING DOCK 2 Max ship lenght: 150 m Max ship width: 24 m Lifting capacity: 7 500 tons

QUAY FACILITIES Length: 250 m Depth: 7 m Crane capacity: 36 tons

Falkvarv AB Hamnvägen 12 SE-311 32 Falkenberg Sweden Office: +46 (0)346-141 50 Fax: +46 (0)346-819 85 Mail: [email protected] www.falkvarv.se

6 SMM 2018 Edition

THE SWEDISH SHIPYARD

FLOATING DOCK 1 Max ship lenght: 110 m Max ship width: 16 m Lifting capacity: 4 000 tons

FLOATING DOCK 2 Max ship lenght: 150 m Max ship width: 24 m Lifting capacity: 7 500 tons Swedish forerunners

QUAY FACILITIES swedish shipowners have by tradition day one. No commercially operating own- and be proud of their entrepreneurs. Length: 250 m been early adopters. It is 200 years since er has the possibility to build a testbed for Unfortunately this is not always the case. Depth: 7 m commercial traffic with steamboats was new and exciting shipboard technology Nevertheless shipowners invest in green Crane capacity: 36 tons introduced in Sweden. Some 100 years just for fun. tech as never before. later, in 1912, Johnson Line took delivery New technology is introduced step by I really do think that shipping is one of the cargo motor vessel Suecia, which step on vessels and often they are baby of the least conservative industries in the is regarded the second ocean going steps. Therefore I think it is fantastic world. Falkvarv AB diesel-powered merchant vessel in the to follow the industry when something Hamnvägen 12 world. really revolutionary is going on, such as but it is not just about tecnology and SE-311 32 Falkenberg Another example is the Swedish ship- introducing new fuels like LNG, LBG and hardware. Although the Swedish mer- Sweden owner Wallenius, a pioneer within the methanol, not to mention battery power chant feet is rather small, Sweden is a Office: +46 (0)346-141 50 field of operations with car carriers and and hydrogene fuel cells. great nation when we talk about quality Fax: +46 (0)346-819 85 roro-vessels as we know them today. The change does not happen over- shipping. Swedish shipowners are also Mail: [email protected] night, but that does not mean that it well-liked employers – not only among www.falkvarv.se i have often heard the statement that would not come at all. those who live in Sweden. I have for shipowners are conservative when it example been told by many Filipino sea- comes to introducing new technology. of all newbuildings on order for Swed- farers – both officers and crew – that it is Respectfully, I disagree – especially when ish shipowners a remarkable large share like winning the lottery to be employed talking about Swedish owners. are utilizing green tech designed for cli- by a Swedish owner. I think that it is never about opposing mate-smart shipments. I think that this is Why? Usually the answer is “because innovation. But is there a single corporate characteristic for Sweden’s shipowners. they treat us with respect”. And it is board that would approve investments in The shipping industry needs forerun- about give and take. Happy employees new, unproven technology in any field? ners to prove that new technology really are loyal and motivated. Such employees A newbuilding is a huge investment. Re- works. are perhaps the most important asset of gardless of it being a small family owned But the responsibility for impelement- a company. tanker or a giant cruise vessel, there is ing new technology in shipping has to be not much latitude for experiments when shared by all stakeholders. The author- Gothenburg, 22 August 2018 the ship needs to be making money from ities must encourage such initiatives Pär-Henrik Sjöström, editor

7 Swedish Shipping Gazette

Swedish ship- owners think green a remarkable share of the newbuildings for Swedish shipowners include a lot of climate-smart and energy efficient technology. Green investments are nurtured by the whole Swedish society.

8 SMM 2018 Edition PÄR-HENRIK SJÖSTRÖM

9 Swedish Shipping Gazette SIRIUS SHIPPING

Sirius Shipping’s project Evolution includes two vessels for delivery in 2018 and 2019.

When a Swedish shipowner launches a newbuilding project the aim is to build an efficient vessel which is also climate-smart.

It is not a coincidence that 45 per cent of the front row regarding investments in competitive disadvantage. the seagoing merchant vessels on order green technology. “However the customers are begin- for Swedish owners are designed to be “One reason is that they are often ning to demandi climate-smart manu- powered by LNG or methanol. If vessels family owned companies. They have a facturing and transportation. In the long prepared for conversion to alternative long term perspective and a well estab- run you are forced to adopt if you want fuels are included, the share rises to 77 lished relationship with environmentally to expand or even survive as a company.” per cent. And the remaining ones are not conscious customers. At the same time, Still he thinks that the environmental bad either. By their innovative design we see a change in the whole society – legislation both nationally and interna- and implementing the latest technology, including as well individual persons and tionally is quite adequate today. they has to be considered as ”green” households as companies, politicians and “Of course it could be more stringent ships too. the public sector. In order to continue to but the investments have to be in line For example Sirius Shipping is intro- operate competitive shipping they have with what is realistic and economically ducing its LNG ready ”Evolution” series to meet this trend.” viable. The legislation is sharp enough, of IMO II chemical and product tankers He stresses that this is not unique for the goals are high enough to strive for. with a tank capacity of 9 700 cbm. Both Sweden, but in Sweden the wheels have Swedish shipowners usually go much the MAN B&W main engine and the really been set in motion. further than what is demanded for just auxiliary engines will fulfil IMO’s Tier “There are many bumps in the road compliance.” III emission standard with a NOx level and it is not easy to take the lead, but the below 2 g/kWh due to exhaust gas clean- driving force is that the whole society Wish there were more ing – HPSCR for the main engine and a starts demanding sustainability in all Fredrik Larsson says that several large Catamiser for the auxiliary engines. fields.” Swedish transport buyers have special demands and therefore are willing to Family owned Higher costs pay a little bit extra for a climate-smart Fredrik Larsson Senior Policy Advisor, The costs are considerably higher when shipment. Safety & Environment at the Swedish building a for example LNG powered “Of course we wish that there would Shipowners’ Association, thinks that vessel compared to a vessel with conven- be even more of them because this there are several factors contributing to tional diesel machinery. Fredrik Larsson is a key factor in the development of the fact that Swedish shipowners are in admits that there may emerge a certain climate-smart new vessels. For example

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Terntank’s investments in a series of LNG powered product tankers was enabled “I don’t think by a cooperation with the oil companies Preem, Neot and Esso Norway.” the goal is too The downside is that the shipments will be more expensive for such compa- ambitious” nies. Fredrik Larsson, Senior Policy Advisor “We wish that also more international Safety & Environment, transport buyers start setting higher re- Swedish Shipowners’ Association quirements, both regarding environment and climate, but also regarding social conditions on board.” In his opinion it is obvious that this to be forced to drop anchor as the quay Ambitious goals will require new logistics chains as well is occupied. The political problem is the Sweden has declared a vision to achieve as new energy carriers. inability to solve the economic and legal net zero greenhouse gas emissions He does not think that the technology problems”, he says, and concludes: by 2045. IMO has agreed to halve the itself will be a major problem. “We have a long and difficult road greenhouse gas emissions from shipping “Technology is already existing and ahead but I don’t think that the goal is by 2050. is getting more advanced all the time. too ambitious considering the fact that “I am optimistic and our vision within The foremost problems are economic, investments have already been made Swedish shipping is to reach zero emis- legal and political. It is for example not in battery technology, sun and wind sions by 2050. For the moment I am quite economically profitable to produce bio energy, gas and especially bio gas. And convinced that we are well on track to gas. Also the charter parties has many we still have 32 years of time to reach our achieve this, but it will get harder further outdated features. A vessel may be run- goal.” on”, Fredrik Larsson says. ning at full speed to its destination just Pär-Henrik Sjöström

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11 Swedish Shipping Gazette N-O-S

Combining business, expertise and skills SMTF (Swedish Maritime Technology Forum) is a business orientat- ed network, operating in close cooperation with its members.

The main task of SMTF (Swedish Mari- Swedish Maritime Administration’s pilot “The overall goal is to develop time Technology Forum) is to support vessels has been converted to run on next-generation zero-emission vessels for the development of marine subcontrac- methanol. Participating in the project are the coastal segment. The way we work tors to shipping and the leisure boat in- SMTF member companies ScandiNAOS is that we split the ship’s overall systems dustry, both with regard to their business and SSPA. into different blocks. For example, the needs and the technical challenges they “With GreenPilot we have success- driveline is one block, the hull is another face. Currently, SMTF comprises around fully paved the way both in technical while the navigation system is a third. 100 member companies. and regulatory terms for methanol-driv- The combined knowledge will provide “We are a business orientated net- en propulsion in the smaller engine us with the right expertise to create an work that operates in close cooperation segment. This is a good example of an optimized future vessel profile, explains with our members. Through our activi- innovation-driven project that benefits Andreas Bach, senior project manager at ties and projects we serve a focal point our member companies, both through SMTF. for issues of relevance to the industry,” new business and new expertise, while says Process Manager Eva Errestad, one also profiling Sweden internationally in Open innovation platform of six employees in the organization. green propulsion, says Eva Errestad. At the moment, SMTF is developing an open innovation platform for the GreenPilot Celeste maritime industry. The platform, called SMTF hosts business and networking Another project is the Celeste program, SARGASSO, aims to help companies use activities and works with technical devel- which was launched this spring. The a demand-driven concept to develop opment projects where member com- purpose of the program is to develop specific ideas or services that they aim to panies are involved. One such project new technology and to combine existing turn into market-ready solutions. is called GreenPilot, where one of the technology in new ways. “The company contacts us with a

12 SMM 2018 Edition SMTF be incorporated as a part of the Sargas- so platform so that we can exploit and “Our mission utilize all available market and techno- logical knowhow.” is to make

Good reputation companies Eva Errestad emphasizes that Sweden has a very good reputation in shipping and their and marine engineering internationally, work visible” not least in the area of energy efficiency Eva Errestad, Process Manager, SMTF and optimization. But today, a number of challenges are faced with, not least, the provision of skilled workers with the right competencies, an issue shared with famous for generating good business,” several other industries in Sweden. Eva Errestad says and continues: “Most of the work and products “This year we will have nine exhibi- produced are exported, which of course tors in the pavilion, which is 160 square is positive but it means the industry has a meters in size. The pressure on SMM was low profile in its home market. There- high this year and we had to turn down fore, an important part of our mission is four companies. New for this year is a to make the companies and their work collaboration with Business Sweden’s visible so they find the right people with Italian office, which has helped us con- Eva Errestad. the right skills which will enable them to nect the Italian shipyard Fincantieri with grow.” some of our member companies. Next exhibition coming up will be Norship- business or project idea they wish to Part of RISE ping in June in Oslo next year, we have develop together with partners with SMTF became a part of RISE, Research good business opportunities coming up complementary skills or expertise. In the Institutes of Sweden, a year ago. Now the there too.” next step, we communicate the business office in the south of Sweden has moved

opportunity to companies and organiza- to Lund and the main office to Gothen- SMTF tions in the member network to match burg. the opportunity with suitable partners,” “By becoming part of RISE, we can says Eva Errestad. further expand our network and gain Member companies are given the op- better access to research expertise and portunity to respond to the request first facilities, especially for test beds and lab and then the proposal is forwarded to environments. RISE is a large organiza- SMTF’s entire network of contacts which tion with over 2 000 employees and has also includes companies from other offices all over the country,” Eva Errestad industries and clusters. explains. “There is definitely an upside in find- ing solutions and partners also outside Participating in fairs of the maritime cluster. It is an excellent Another part of the mission of SMTF is opportunity to present the maritime field to participate in fairs, such as SMM in of business and the buzz of innovations Hamburg. At trade fairs, the organization that it is currently generating. At the is responsible for the Swedish National same time as we gain knowledge and Pavilion where companies showcase contacts from other industries,” says Eva their marine technological innovations. Errestad. “We are a national organization, but “SARGASSO will be a very efficient we work internationally through the tool for staying ahead of the competition. trade shows. With the Swedish pavilion, We have already received some propos- we strengthen the Swedish brand in the als and the platform will go live during industry. SMM is important because it is October. Even the Celeste program will the biggest fair this part of the world and Andreas Bach.

13 Swedish Shipping Gazette

“We should be proud of what has been achieved”

here is a clear political within a short time frame and on the but together with the authorities, via willingness to increase the existing fleet. Not seldom, we from the HELCOM, cargo owners and the ports economic growth within the industry participate in the debate and we should be proud of what has been Baltic Sea Region. Shipping the rule making process arguing for achieved so far. is one of the very back global, instead of regional, regulations. However, one thing we can’t be proud Tbones enabling the global trade and to There should be no doubt that the ship- of is when alcohol or drugs cause acci- a very large extent the same goes for ping industry is working hard to reduce dents and oil spill. And these accidents the increased prosperity in the Baltic negative consequences of shipping. The do occur. We as an industry should be Sea Region. Today, more than 1500 vision is that shipping should not affect ashamed. Reducing or fully abolish the ships are present in the region at any the environment at all and that there use of alcohol and drugs is a huge task, given time and we can thus foresee an should not be any accidents. for any part of the society, but it is obvi- increased number of vessels in a near ously a work that needs to be done. Part future. during this summer, we have had two of the shipping industry has shown it is Some papers even indicate that in groundings by general cargo ships in possible to change culture, for example 2030 the number of vessels in the Baltic the Baltic Sea and both occurred in the tank sector. Sea will be more than doubled. Obvious- Swedish water (… one of them literally ly, this is something that we from the on the Swedish coast). Even though we in a near future, the number of ships shipping industry support. The shipping are awaiting the results from the official in the Baltic Sea will be doubled and we sector must, according to politicians, investigation reports, one thing that want passengers and cargo owners to take a larger share of the increasing these two accidents have in common is be and feel safe when using shipping. freight volumes if we should be able to alcohol. One of the groundings caused Within the industry we want to avoid the develop the sustainable society. an oil spill from the fuel tanks to the number of regional rules. However, a surrounding archipelago. very basic homework we need to do is to at the very same time, we note several Thanks to immediate and effective increase the safety work with respect of of political measures to protect the Baltic actions from, in parallel with very good alcohol and drugs. Likewise, the tanker Sea. Looking back, we have the decisions cooperation between, different authori- sector and their Vetting regime, perhaps via IMO to declare the Baltic Sea to be ties and voluntary work from the general it would be wise of us to include the both a special area and a Particularly public, the damages from the oil spill customers in this work? Sensitive Sea Area (PSSA). HELCOM could be minimized. We are, of course, have special requirements for ships in very sorry for the oil spill and the conse- the Baltic Sea and some countries have, quences to nature, animals and people. in addition, national regulations. All of One conclusion that can be drawn from them with the ambition and purpose to this, as well as many other cases, is that minimize or in some cases, even totally an accident no matter the reason, has reduce the negative impact from ship- negative effects for the entire shipping ping both in the water and into the air. sector. Shipping is a global industry and the introduction of regional, national and since the early 1990s, the number of local regulations are indeed problematic. illegal oil spills and amount of oil detect- rikard engström, ceo It becomes even more problematic, and ed in the Baltic Sea have decreased by carl carlsson, senior policy advisor in some cases even impossible, when more than 90 per cent! However, there is safety, security and technology these regulations are to be implemented still work to be done to reach the vision, swedish shipowners’ association

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Leading the development towards sustainable shipping

In everything we do we have always had high focus on quality and resource efficiency, translating into modern environmental care. With four coastal and eleven intermediate size high quality new-buildings we strive to help our clients grow their business by meeting and exceeding future environmental regulations today. The next generation climate smart product tankers are here, taking sustainable shipping to the next level.

Follow us on: @gothiatankers @gothiatankeralliance Gothia_Tanker_Alliance www.gothiatankers.com

15 Swedish Shipping Gazette PÄR-HENRIK SJÖSTRÖM

Viking Grace has a rotor sail installed.

How green is green-tech shipping? Green-tech is a fickle term and with today’s PR-sassy environmen- tal movements it is not always as straightforward as it might seem.

In shipping-terms green-tech includes respond to worldwide, regional and ment system. As the first US operator to vessel operation, ports authorities, yards local challenges.” have a dedicated Environmental Officer and sub-contractors who bear the bur- onboard every ship who is responsible den of creating a sustainable maritime Is enviro the new black? for prevention processes and the overall industry. But is this reasonable? And is it The results of these kinds of initiatives adherence to set goals as part of the profitable? Let’s take a look. has had an impact. Just look at the num- company’s Save the Waves program, it Without a doubt, it is the operation ber of jobs within the maritime indus- was a first. Environmental Officer tasks and employment of a vessel that creates try that are unambiguously related to also extend to shoreside duties and they its largest environmental footprint. The environmental issues. Marine biologists, report to the company’s Vice President of Clean Shipping Index claims to be: costal-zone certified marine scientists, Environmental Stewardship. “… an independent and holistic labelling environmental specialists, marine con- Reduce, reuse and recycle are key system of [a] vessel’s environmental per- servation internships and marine pro- to this process. Pollution prevention formance; a practical tool for differenti- gram manager positions are all out there (meaning that nothing is thrown over- ating port- and fairway fees or choosing just waiting for budding applicants. board), surpassing current regulation more sustainable shipping alternatives”. On the up-side, this does create a requirements and a program of contin- Organizations like this do have a Blue Economy approach to shipping. On uous improvement where innovation is huge influence on best-practice ship- the down-side, most of these jobs are encouraged and rewarded has been put ping operations today through their advertised by maritime authorities and in place. lobbying programs. Another example is research bodies meaning that ship oper- WPSP – the World Ports Sustainability ators are lagging in their environmental The Baltic Sea Program – which says that: “… Ports are obligations. Or are they? All the Baltic passenger shipping compa- nodal points in global supply chains Royal Caribbean Cruise Line took a nies know that they have the eyes of the [and] are embedded in local and region- leading role in 2008 when the company environmentalists upon them regarding al communities. As a result, ports must introduced an eco-adapted manage- newbuildings and the operation of older

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tonnage. The Baltic is classified as an was ISO 14001) to ISO 14001:2015 certified inland sea – basically it’s a lake with a by Lloyds Register”. “Protecting hole at the southern-most end and must And with Megastar, their recently be treated with respect. introduced LNG powered fast ferry, this the environ­ The Viking Grace proved that this has significantly reduced emissions on was possible as will her, as yet, unnamed the Tallinn/Helsinki run. The addition of ment is sister vessel. In a cooperation with the second LNG powered newbuilding will Port of Turku, the Ports of Stockholm further improve this says Friberg, whilst vital for our and the Port of Mariehamn the company adding to long-term ROI. was provided with EU funding from CEF Even Gotlandsbolaget has invested in operations” as part of the NextGen Link project. LNG ropax vessels for its Destination Got- Hans Friberg, VP Safety, Environment and Ship Management, Tallink Group “This means that we will once again land subsidiary with the first dual-pur- transform our services between Tur- chase agreement in LNG passenger ship- ku, Mariehamn and Stockholm using ping history. Chinese yard, Guangzhou ferries in the Baltic Sea today with Clean an LNG powered vessel”, says Johanna Shipyard International was the builder Design and Comfort Class status. (Clean Boijer-Svahnström, Head of Corporate of choice, however, delays have been an Design = environmental solutions built Communications. ongoing problem. The company’s first into the vessel at the yard where it was Both vessels use/will use rotary LNG vessel, M/S Visborg was planned for built; Comfort Class = defining noise and wind-power to additionally reduce their delivery to its home port of Visby at the vibration levels). carbon footprints. Lloyd’s Register end of 2017. This didn’t happen as sea But their claim-to-green goes beyond approved, the new additions meet the or- trials were delayed until January 2018 what the pundits normally look at. Food ganization’s Guidance Notes for Flettner due to technical issues. Destination Got- waste has been reduced which in turn Rotor Approval. The rotor was developed land now says that delivery will not take has cut the volume of provisions loaded by Finnish company – Norsepower Oy place until late July of this year (time of and their associated costs, recycling of Ltd – and calculations show that it can writing). If there will be a knock-on effect waste and energy recovery programs cut fuel consumption and reduce emis- for its sister vessel, the M/S Thjelvar, is have been implemented while deposition sions by up to 900 tons CO2 annually. still an open question even though she waste (such as broken crockery, glasses Currently no figures for fuel consump- was launched in July 2017. and even toilets) has dipped below the tion reduction available. national average. “We have an ongoing program to Agendas Other measures include new propel- monitor results, but so far it seems to be Birka Line has defined specific programs lers to reduce fuel consumption (by 12 a valuable part of our efforts to reduce to address the green issue. M/S Birka per cent), bi-monthly hull cleaning to emissions”, says Johanna Boijer-Svahn- Stockholm is said to be one of the most reduce water resistance, eco-cruising ström. eco-classified, fossil fuel powered cruise and its fleet of coaches are EUO 5/6 clas-

Infrastructure improvements in port TALLINK will also be introduced. In all € 12.7 million of external funding has been secured for the project.

Low emissions – better ROI At Tallink, energy efficiency is high on their list of priorities. “We understand that protecting the environment in which we sail is vital for our operations”, says Hans Friberg, VP of Safety, Environment and Ship Manage- ment at the Tallink Group. “All of our ships have catalyzer systems and we use low sulphur fuel. We have also set targets which ensure that the latest technology reduces CO2 and NOx emissions. We have also upgraded our environmental man- Megastar. agement system (the previous certificate

17 Swedish Shipping Gazette

STENA LINE The ship was built by Van der Gissen de Noord, in the Netherlands in 1998. She can carry 550 cars and 1,500 passengers and operates between Gothenburg and Frederikshavn. Even though the company has set its sights high, it will be a gradual introduc- tion of new technology that leads the way. In phase one the vessel will use electric power sources for docking. CEO of Stena Line, Niclas Mårtensson explains. ”We will test battery power in port first and then increase the scope of its use during the following years. Our aim is that this ship and others in our fleet Battery power will be will be electrically powered on short- tested at Stena Jutlandica. haul routes using electric power alone”. Stena is no stranger to innovative en- vironmental investments as Mårtensson sified which means that they use at least Minister of Development and Finances), can attest to. 80 per cent non-fossil fuel. As around Mateusz Morawiecki explains the impor- ”In 2015 we installed a methanol fuel 75 per cent of the company’s passengers tance of the project. system onboard Stena Germanica and arrive to the terminal by coach, this “It is estimated that Polish shipown- through that realized that environmental means significant on-land environmental ers will require some 10 new ferries fuel solutions are not only practical, but improvements. within the coming five years if we are to also financially viable”. remain a competitive maritime nation. But is today’s battery technology In Poland By building specialized, high value and capable of making large-scale electric Further down the Baltic, Polferries efficient vessels as part of our Strategy services a reality? operates five vessels between Gdańsk- for Responsible Development we can ”With regard to size, weight and Nynäshamn, Świnoujście-Ystad, Świnou- build upon the legacy of Polish shipyards efficiency, the batteries currently on the jście – Copenhagen and Świnoujście and support shipowners in the Baltic market mean that there is an opportu- – Ronne (summer service only). ferry market”. nity to take this concept into the future. The Polish Baltic Shipping Co. (operat- As Polferries first LNG vessel, she will Remember that batteries have become ing under the name of Polferries) recent- be fitted with a hybrid system. Bunkering far more efficient and cheaper, but as a ly announced that it will add a second will be carried out at the Świnoujście pragmatic company we have decided to vessel on its Gdańsk-Nynäshamn run. LNG terminal and the Port of Ystad. take things one step at a time”. The MF Nova Star will join MF Wawel Piotr Redmerski, President of the increasing the number of departures to 6 Polish Baltic Shipping Co. is certain that Three phases per week. Although technically speaking the investment will open a new chapter Electrification of Stena Jutlandica en- she is an 11-year-old vessel, her actual in Polferries’ history. compasses three very distinct phases; operating time at sea is less than four “For us this is a significant moment. first battery power to the vessel’s bow years so she is in decent shape. Although Our new ferry will strengthen our fleet so thrusters, then the introduction of not necessarily an enviro-classed vessel, that we can compete in the international battery power that will drive the ship for Polferries insists that it adheres to IMO market. The vessel is slated for launch in 10 nautical miles. The hard part will be standards regarding green operation 2019 with handover to us in 2020”. the final phase – battery power that can with their new vessel being a further provide 50 nautical miles of operation in case in point regarding the operator’s Stena creates the 1 MWh club a program that stretches until 2030. green credentials. Stena Line together with The Callenberg In all, the project will cost the com- Their newbuilding is currently under Technology Group has created the first pany somewhere in the region of SEK 25 construction at the Szczecin yard (part of 1 MWh vessel concept. Stena Jutland- million where 50 per cent is funded by the PGZ, Polish Armaments Group). Work ica will be converted in a way that no various EU sustainability/transport funds on the ship began in 2017. commercial ferry of its size has ever and by The Swedish Transportation Ad- Polish Prime Minister (previously undergone. ministration’s Development Fund.

18 SMM 2018 Edition

The proposed technology is a plug-in docks, an automatic charging point The way forward – easy or challenging? hybrid kind where the batteries are would be connected using an industrial The shipping industry is very circum- charged while the ship is in port through robot. In theory the idea seems sound, spect. Investments are huge while a land-based connection. The vessel can but it proved far harder to realize than new-tech has often proved to have its even be charged at sea using gensets. expected. downfalls. With charging voltages of around 10,5 Some companies have no environ- Automated charging conundrums kV, automation is a good idea as crews mental policies in place – or at least they Scandlines’ two HH Ferries – M/S Aurora need not handle high-voltage connec- might do, but fail to make them public. af Helsingborg and M/S Tycho Brahe tions manually. Others have far-reaching processes that which operate between Helsingborg, Problems arose early when the auto- have encompassed their entire opera- Sweden and Helsingør, Denmark are set mated system proved to be over-sensitive tions while also contributing to bot- to be the first twin-service ferries in the to the vessel’s movement in the water tom-line figures. world operated using electrical power. and ship-to-shore charging failed to work So where does responsibility lay? Tycho Brahe was converted back in 2017 as expected. As the CEO of Stockholm’s Repair and Aurora af Helsingborg should begin According to Tycho Brahe’s skipper, Yard said: “The key to our future growth electric services this summer. The main Jörgen Damgaard it’s not a constant prob- is our quality of understanding for the power source is water-cooled lithium ion lem, but rather one which comes with needs of today’s operators. With their batteries with a capacity of 4.16 MWh. choppy weather. environmental approach to shipping, our But it’s not been all plain sailing. “Some days we have no problems, business must take them in the direction The reason is not the onboard others it is a challenge but as the vessel is they want to go.” installation itself (supplied by ABB), but designed with a hybrid power solution, Let’s just say that the future is bright, rather the automated systems designed we still maintain our schedules”. but that collectively speaking, environ- to charge them. This was based on the ABB has worked with both hardware mental shipping has to be a joint effort. assumption that as soon as a vessel and software upgrades to solve the issue. Daniel Cooper

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Ektank_180529_v2.indd 2 2018-06-18 12:31 19 Swedish Shipping Gazette ERIK THUN GROUP

Thun Greenwich at Falkvarv.

Blocal and Glocal yards – it’s a tough market falkvarv, gotenius, swede ship and dockstavarvet – four Swedish repair yards, each with its own unique history and field of competence.

Blocal is an adjective which defines Swedish shipbuilding and repairs and as Falkvarv’s USP is that it is offers an enterprise with local and Baltic/ longstanding contributors to the shipping high-quality service with short lead times North Sea activities. Glocal means that community, each has its own unique and that it specializes in the repair and a business is active in its home market history and fields of competence. upgrade of North Sea tonnage. Located in and around the world. Basically, they are the south-western Swedish town of Falken- buzz­words with significant meaning in Cutting costs berg it holds a strategic position between the shipping industry of today. But shipping today is more than just the Strait of Öresund and Gothenburg. In Sweden there are a number of very weight and balance, design and interiors, With 50 employees it is not a major active repair yards that rely on orders newbuildings and upgrades. It’s also yard in Blocal/Glocal terms, but accord- from overseas customers to keep their about cutting operational costs and reduc- ing to CEO, Jan-Olof Carlsson this does bank-balances in the black. Four of these ing the environmental impact of customer not detract from its value to shipowners – Falkvarv, Gotenius, Swede Ship and operations while maintaining profitability in the region, but rather enhances it. Dockstavarvet are all synonymous with and securing yard-worker jobs. “Customers can contact any member

20 SMM 2018 Edition

of staff regarding specific issues meaning the shipping industry around Sweden that they get to speak with someone with and abroad for the past 15 years – more “They get the knowledge they need to solve their water-adjacent housing at the cost of problems.” maritime activities. Seen from a political to speak with Falkvarv works closely with a net- perspective this is strong medicine work of sub-contractors and specialist indeed. Even though Falkenberg has a someone with partners and can undertake almost any slower growth-rate than its neighboring kind of shipyard project in its class. districts of Varberg and Halmstad, WSP’s the knowledge “We can carry out new installations conclusion was that: “[highly educated and engine repairs as well as blasting, and creative people living near the sea] they need” painting and surface treatment, electri- will fulfil a vision for the area with a Jan-Olof Carlsson, CEO, Falkvarv cal installations, service and outfitting”, main strategy of letting housing develop- says Carlsson. ment lead the way.” “The largest port in the Nordics One area that the yard sees as a As has been proved time and time needs repair capacity and the resources source of future expansion is its mo- again – within shipping and at airports to take care of all kinds of shipboard bile-services division. around the world – this is not viable as problems. How can the Port of Goth- “This means that we can provide those who come after (irrespective of ed- enburg maintain its tugs, the Swedish on-the-spot problem resolution 24 hours ucation) often displace those who have Transport Administration its car ferries a day.” been there for far longer and provided and the city keep its commuter services Falkvarv has been active since 1946 revenue to the local community. running if there is no local yard? If we and has two floating dry-docks. The larg- add to this the fact that larger floating est has a maximum capacity for ships up The last yard in Gothenburg docks are now a priority among custom- to 150 meters long and 22 meters on the How do you fight political ambition, an ers, we need a longer and wider dock. In beam while its crane is capable of lifting agenda-fueled media and families with my book that means growth and nothing 7 500 tons. The company’s second dock impressive disposable income when you less”. is 120 x 19 meters in size with a crane are operating the only remaining ship- Mats Gotenius was forced to lobby capacity of 4 500 tons. yard in Gothenburg? You stick to your for a higher free sail height for the new principals. Hisingsbron (a replacement for the old Ups and downs Götaverken Cityvarvet went defunct swing bridge built in 1939). It has to be said that Falkvarv has faced in 2015 with the loss of 124 jobs and an “With its planned free sail height of a number of trials and tribulations historic era was laid to rest. That left just 28 meters it would create problems for over the years. It has increased its staff one significant yard in the area – Gote- us”. His efforts paid off and it is now base and grown its turnover - quite an nius. designed to open 32 meters. achievement when you consider that it Located on Ringön, a part of Hisin- The yard’s land lease has been ex- was all done in the face of impending gen which is the fifth-largest island in tended to 2045, however new condomin- closure. Sweden covering an area of 199 km2, it iums are planned on plots around the In 2012, when the Falkenberg town is Strategically placed between the River site and even if city planners have prom- planners proposed a major revamp of its Göta, the River Nordre and Kattegat ised that the land adjacent to Ringön will water-side land holdings, the yard’s fu- making it the ideal home for a shipyard. “… maintain its character” they fail to ture was in doubt. According to the brief: Founded by the father of current owner, cite shipping as a reason. ”…attractive housing will encourage Mats Gotenius – Vilhelm Gotenius – it is a “They seem to prefer art studios, more educated and competent people forward-thinking business. galleries and rehearsal halls as a future to move into the area bringing growth “Shipyards are all about three things for the area. There is no way that graffiti businesses [as a result]”. Consultancy – quality, delivery and profit”, says Mats painters, artists and musicians are going firm, WSP was brought in to look at Gotenius. “We have a healthy order- to be the answer to the city’s self-im- what could be done with the land which book, so our docks are occupied. What I posed problems. 3 000 people come to Falkvarv occupies. am appalled about is the fact that when work here every day. It’s better to look at As is common in this type of urban Cityvarvet was closed, Gothenburg was what you have rather than dreaming of development, WSP took the side of the counted out as a shipyard city by the what you might have”, he says. program-owner rather than taking ex- media”. isting business needs into consideration. Even if Gotenius is smaller than City- Versatility Quite simply, they proposed the same varvet, it is certainly an asset for ship Swedeship has a long tradition of ship- idea that has threatened the future of operators in the region. building. The yard was founded 120 years

21 Swedish Shipping Gazette PÄR-HENRIK SJÖSTRÖM “Customer requirements steer our processes” Anders Hellman, CEO, Dockstavarvet

ago, but more significantly it has supplied the Swedish Coast Guard and Navy with newbuildings as far back as 1937. Alumi- num was the metal of choice in the 1950’s and composites became an integral part Dockstavarvet, of ship construction there in 1979. located near Umeå, was The Swedeship Group comprises founded in 1905. three shipyards each with its own specialty. Swedeship Marine, Swedeship Composite and Swedeship Yacht Service. “Construction of our first 100 per construction efficiency as a way to secure The Swedeship yard in Djupvik cent electrically powered vessel has just income. concentrates on aluminum and steel ship begun which will join three existing production, the yard in Hunnebostrand vessels of the same class (diesel powered) Further up the coast focuses on composite materials while in Norwegian ferry service.” Dockstavarvet is a long-time manufac- Yacht Service in Gothenburg is a dedicat- So, what is it like running Swedeship turer of aluminum boats for commercial ed service and repair yard. in today’s competitive climate? and military use in the Nordics and When you drive to the yard in Djupvik “It is both demanding and reward- international arenas. you can’t really see it as it is hidden ing”, says Bo Axelsson. “Keeping a full Founded by Nils Sundin in 1905 it is behind a hill. However, seen in terms of orderbook is always a challenge, but a third-generation company. Their first shipbuilding design, quality and revenue we have steadfast owners who are with aluminum workboat was built in 1969 it is highly visible on the shipbuilding us for the long-term. On average we and their first aluminum pilot boat was radar. Some 60 employees work here complete between four and six newbuild- delivered in 1975. keeping the local economy of Tjörn alive. ings a year, but it takes a lot of knowhow In more recent times Dockstavarvet “Our customers have a range of and determination to satisfy customer has developed design concepts and built specific needs. We use tried and trusted requirements.” highspeed patrol boats for military and hullforms which are the platforms we The company also maintains and non-military applications. Located in the then build our type derivates on. We overhauls between fifty and sixty vessels middle of Sweden on the east coast it has build boats for Norwegian and Swedish each year. direct water access to the Baltic Sea. SAR operations, the coast guard and the Apart from hull construction, the Dockstavarvet has not only been Swedish Navy”, says CEO, Bo Axelsson. yard also offers outfitting, carpentry, active in its shipbuilding activities. Founded in 1894, it is once again a coatings, bespoke hardware and piping Management decided in 2007 to expand legacy yard in Swedish shipping with its solutions. through acquisition when it purchased main focus on building fast and opera- “We have a strong customer base in 55 per cent of Muskövarvet, the former tionally flexible vessels. countries outside Sweden which provides Naval repair yard located on Muskö in “We have also built road ferries, work a broader market orderbook potential. the Stockholm archipelago incorporating boats and specialist boats for the off- And we have found that costs are not it as part of parent company, Aludesign shore wind-farm industry”, explains Ax- always the deciding factor when these i Docksta AB which also (at the time) elsson. “Currently we have orders from customers order newbuildings, some- owned the now defunct Rindö Marine. the Swedish and Norwegian SARs and thing which is more significant for our are just beginning a life-time extension Swedish customers.” Design optimization for Patrol Boat 80. Bo Axelsson joined the Swedeship in “Newbuilding costs have increased But it’s not only long-established tech- 2008 after a lengthy career in the car considerably over time so with almost 15 nology that the company is focusing on. industry. Maybe that is why he looks to years’ experience in serial production of

22 SMM 2018 Edition

patrol vessels we now customize exist- time averages around 12 months. product portfolio within surface vessels ing, tried and tested hullforms for specif- “All systems are tested together with while growing capacity for support and ic needs”, says CEO Anders Hellman. the customer before delivery while maintenance at the Muskö naval base. “No matter if they are military or documentation and spare parts logistics, It will also secure exports for Dock- non-military newbuildings we use operator maintenance training and ser- stavarvet’s other products and services well-proven designs to which both vice requirements are compiled.” thus broadening its customer base.” Dockstavarvet and our customers have contributed”. Growth attracts interest Are things looking up? Dockstavarvet can build a new vessel Just before Christmas, 2017 SAAB bought Swedish shipbuilding is still viable in to- every month (production-line methods out Dockstavarvet. It was not unexpect- day’s Blocal/Glocal markets even though used) and employs a meticulous logistics ed as the deal also included Muskövarvet no large-scale vessels for merchant or chain and has a close cooperation with – this as part of the Swedish defense passenger operation are constructed local and regional subcontractors, and conglomerate’s plans to strengthen its here anymore. It seems that the name of suppliers. naval capacity presence. the game is specialization, efficiency and “Customer requirements steer our “Dockstavarvet has delivered more flexibility, seeking new business outside processes. Depending on the type of than 200 units to date on three conti- traditional markets and sheer determina- vessel ordered and its employment we nents” says Gunnar Wieslander, Senior tion to keep long established businesses can cover most needs.” Vice President and Head of Business Area thriving in a market of ever changing “Usually the hull is built on-site and Kockums (itself a SAAB company under dynamics. in certain cases the wheelhouse, specific which Dockstavarvet and Muskövarvet So, are things looking up? It seems deck sections, hatches, casings and other have now been incorporated). that they are. Only time will tell how this elements are provided by nearby, third- “Muskövarvet is a full-service repair market develops, but there is a great deal part suppliers”, says Hellman. yard and primarily works for the Swedish of knowledge and experience around to If the company has been contracted Navy’s amphibious forces. With this make it happen. to provide a one-off vessel, then building acquisition, we have strengthened our Daniel Cooper

”We know that our newbuildings, with the latest technology, will be effective, high performing and environmental efficient”

Rederi AB Älvtank www.alvtank.se

Älvtank_halvsida_1807.indd 1 2018-08-09 14:52 23 Swedish Shipping Gazette

DELTAMARIN “Scrubber feels like a safe choise” Laura Langh-Lagerlöf, Commercial Director, Langh Tech

ber installation with an already sched- uled drydock in the near future. The majority of EGCSA members are still taking orders with several now taking options through to 2023 to enable shipowners to secure a position on the installation timetable. Langh Tech delivers hybrid scrubbers and EGR water treatment systems to a series of 2 150 TEU container vessels on order Bulk carriers taking over at Guangzhou Wenchong Shipyard. EGCSA informs that a number of roro and ferry operators led the way and successfully chose scrubbers as a means of compliance back in 2015, in readiness 2020 is getting closer for the switch to 0.1 per cent sulphur fuel within ECA. The cruise industry came There are already some 1 300 vessels next. with scrubbers installed or on order and Now with 2020 looming, bulk carriers have taken over at the top of the ship the number is rapidly increasing. types adopting exhaust gas cleaning, with container ships and tankers follow- A recent survey among members of Ex- the maximum size new building instal- ing. In each of these sectors retrofit open haust Gas Cleaning Systems Association lation is a hybrid system for a 65MW loop installations predominate. (EGCSA) shows that scrubber uptake is engine. The EGCSA-survey also shows that rapidly accelerating with the number of Further it is informed that nearly 60 37 per cent of the ships with scrubber ships with exhaust gas cleaning systems per cent of all retrofits and new building installations are newbuildings already installed or on order standing at 983 as installation works take place in Asian delivered or on order. of 31 May 2018. yards. The share of the Asian yards Several major shipping companies is close to 85 per cent of newbuilding Open loop preferred have opted for scrubbers. EGCSA informs installs. The survey also shows that 63 per cent that for example one of the ‘big’ contain- EGCSA informs that during the next or 988 of the 1 561 individual scrubber er companies has confirmed it will use five years shipowners are likely to spend towers installed or on order by the end of scrubbing as part of its 2020 compliance more than USD 20 Billion on exhaust gas May are for open loop scrubbing. portfolio and there are rumours that cleaning systems. EGCSA states that open loop scrub- others will do likewise. bing is preferred as it is the simplest sys- Yard capacity not an issue tem, favoured by ship crews: Although Larger engines Although there has been a surge in many early adopters in the North Sea Until relatively recently the largest scrub- demand, EGCSA believes that shipyard and Baltic fitted hybrid systems, they are ber installations has been for engine capacity is not an issue going forward. operated for the majority of time in open powers in the region of 25 to 30MW. The However, according to the association, loop. latest data from ECGSA reveals that this other constraints such as the availability While closed loop and hybrid sys- has been well and truly exceeded by a of laser scanning specialists and expe- tems are available for enclosed bodies retrofitted hybrid system for a 72MW rienced installation teams mean that it of water with little water exchange or container ship engine. Large capacity may not be possible to pick and choose where discharges are restricted by local scrubbers are not confined to retrofits as an installation slot nor coincide a scrub- regulation, ECGSA suggests the alterna-

24 SMM 2018 Edition JULIA SJÖSTRÖM rest of the market is shared by Bilfinger, interest in systems designed for open loop CROE, Feen Marine, SAACKE, DuPont, only gradually will decline. Pacific Green Technologies, VDL AEC “Most shipping companies expect that Maritime and PureTeQ. the environmental requirements will be more and more stringent and want to Largest order ensure that they are able to operate the Laura Langh-Lagerlöf, Commercial scrubber plant also in the future.” Director at the Finnish scrubber man- ufacturer Langh Tech Oy Ab, confirms Unique water treatment that there has been a dramatic increase Langh Tech also offer their advanced in the request for tenders for scrubber water treatment units for closed loop installations. The company also recent- systems as a stand alone product on the ly closed its largest deal so far and will market. There are several hybrid scrub- deliver scrubber systems for the Danish ber installations, where the scrubber shipping company Dampskibsselskabet unit of the system has been delivered Norden A/S. Langh Tech will retrofit four by another manufacturer and the water MR tankers and eight bulk carriers in treatment plant by Langh Tech. the Norden- fleet with scrubbers of open Laura Langh-Lagerlöf points out that loop-type. Langh Tech’s water treatment plant can “We are glad that Norden chose us be operated with zero emissions. Laura Langh-Lagerlöf of Langh Tech in the for this very interesting project, and we “It works well in areas with zero dis- engine room of the cruise vessel Norwegian are looking forward to start working on charge is demanded, for example in the Bliss. The company’s delivery included a it. There has been a huge increase in Kiel Canal. The purified water is so clean hybrid inline scrubber system. demand for scrubber systems lately and that it may be recycled in the process for in addition to Norden’s order we have some time as we do not use any chemicals tive of switching to low sulphur fuel for dozens of new scrubber systems in the in our membrane filtration.” the port stay where open loop operation pipeline. At the same time, we are increas- An additional advantage of scrubber is not possible. The cost impact is likely ing our capacity which allows us to keep is, according to Laura Langh-Lagerlöf, that to be limited as over 90 per cent of fuel offering systems with delivery before it also removes particles in the exhaust consumption is during full away at sea, 2020”, Laura Langh-Lagerlöf says. gases. which is where the financial benefits “For the time being a scrubber re- really accrue. Safe choice moves between 70 and 80 percent of the Laura Langh-Lagerlöf thinks that one particles. We are currently focusing heav- Deliveries until 2022 reason for the major interest in scrubber ily on developing our system to further Statistics from DNV GL show an even installations is that it is considered a safe reduce the particles.” higher number of scrubber-equipped choice. Pär-Henrik Sjöström

vessels. According to figures from the “In a newbuilding project there is a PÄR-HENRIK SJÖSTRÖM beginning of August 2018 there are 1 290 jungle of different options. Scrubber feels ships with confirmed scrubber projects. like a safe choice because it is likely that Of these 1 207 will be commissioned by the price of heavy fuel oil will remain at the end of 2019. a relatively low level compared to other Distributed by type of vessels bulk marine fuels.” carriers count for 31 per cent, oil and According to her, received requests for chemical tankers for 26 per cent, scrubber installations on newbuildings container vessels for 15 per cent, cruise show that the majority of shipping com- vessels for 11 per cent and roro-vessels for panies want at least that their ship will be 7 per cent. ready for a later installation of a scrubber According to DNV GL the four largest plant. suppliers Wärtsilä, Alfa Laval, Ecospray “If they chose to install a scrubber, and Yara Marine have a total market the most demanded option is the hy- share of 70 per cent, followed by Clean brid-ready open loop. Then the plant is Marine, Panasia and Langh Tech with ready for later upgrading to closed loop.” a total market share of 12 per cent. The Laura Langh-Lagerlöf thinks that the

25 Swedish Shipping Gazette

STOCKHOLM REPAIR YARD “We aim to grow our business” Staffan Röberg, CEO, Stockholm Repair Yard

Grill together with Johan Petersen ac- quired site and turned it into what was to become the largest shipyard in the city. Despite the fire of 1723 that decimated their business, it was to be resurrected and with that it became Varvsön – The Shipyard Island. Newbuildings and repairs were the need of the day and in 1849 two dry docks were created – one 75 meters long and the other 48 meters with con- struction of both overseen by Swedish lock-builder, Nils Ericson. Enclosed, dry- In the heart of the city docks were now available in the heart of Stockholm’s capital. The capital of Sweden has a repair The site was eventually re-purchased yard with centuries of traditions just a by the City of Stockholm in 1918 and then immediately sold on to the Swedish Navy stone’s throw from the city centre. who commissioned the building of an even larger dock than the two previous If you hear someone say that Stockholm the region. One yard that has withstood ones. This was to be 152 meters long and has little history of shipyard greatness, the test of time is Stockholm Repair Yard. 24 meters wide. Today it is 197 meters dismiss that as fake news. Located on the island of Beckholmen, it long. If, on the other hand they say that is still to this day an important center for Now operating under the name of time has caught up with the industry repairs and modifications. Stockholm Repair Yard, in recent years here, then they are right. its home on Beckholmen has undergone Old becomes new a major make-over. 723 yards Beckholmen was originally called The Regal Ship Wasa was launched from Biskopsholmen – The Bishops Islet. At the Environmentally updated Skeppsholmens varv – Skeppsholmen’s time it was a place where wooden-hulled The yard and its surroundings have Ship Yard – in August 1627. At the time sailing vessels could get a new lease of been reconstructed and decontaminat- there were no fewer than 723 shipbuild- life and a coat of much needed tar. In ed as part of a program that begun in ing and repair yards, large and small, ac- 1633, tar was boiled here and applied the Spring of 2011. According to Claes tive within the municipality reaching far to hulls according to the orders of the Insulander, the initiator of the project, out into the archipelago. Skeppsholmen owners. At the time, the island belonged Beckholmen needed a through update. as a shipyard no longer exists apart from to the Swedish Crown, but in 1647 Queen “During the past seven years the a few remnants of its former glory. Kristina handed it over to the City of island and its surrounding area has been Those who are familiar with Wasa’s Stockholm (a dubious contract it was excavated, sediment decontaminated, fate know that she sank on her maiden later to be discovered). The year after, and 200 000 tons of earth replaced”, he voyage, but disagree as to why. Irrespec- the production of tar ended and storage says. tive of this, the reality is that Swedish buildings for tar sorting were raised in- Commercially, Stockholm Repair Yard shipbuilding was thriving in Stockholm stead as tar was now imported from the is thriving and seen in terms of revenue, back then and contributed to the growth Baltic states. has taken a major step into the black of commercial shipping of all kinds in In 1717, brothers Abraham and Carlos since 2013. Earnings peaked during 2017

26 SMM 2018 Edition STOCKHOLM REPAIR YARD administer commuter traffic in the city) mental constraints dictate future ship and this Autumn/Winter Djurgården 9, operation. 10 and 11 will be upgraded in the same “Our strength lies in the fact that we way.” can provide high-quality work and short Hvistendahl sees, however, that there lead times while at the same time our are is a certain problem that must to be strategic position is vital to customers. solved. This has made us an employer of choice”. “We need to recruit additional, ex- Röberg is convinced that the yard’s perienced staff if we are to keep up with perseverance in broadening its customer our current rate of expansion.” base has paid off. “The key to our future (last figures available) with profit mar- A market of knowledge growth is our understanding of the gins topping 5.6 per cent. May competition be tough, Stockholm needs of today’s operators. With their Majority-owned by Rederi AB Gotland Repair Yard as an edge says CEO, Staffan environmental approach to shipping, our – the operators of Destination Gotland Röberg. business must take them in the direction and subsidiaries including Gotland Tank- “We have focused on the more ad- they want to go.” ers AB and Nya Skärgårdsbolaget – the vanced kinds of work that today’s market The yard’s Annual Report speaks for company holds a controlling stake in the requires. These include environmental itself as does its reputation. facility amounting to 62.5 per cent. and ship safety projects which both de- “We have proved that we are an Stockholm Repair Yard maintains and mand a special kind of knowhow”. essential part of the shipping industry in repairs around 100 ships a year ranging Modifications and preventative meas- and around Stockholm and aim to grow from pax-carriers, specialist vessels, ures are at the top of ship-owners’ wish our business based on that”, he says. cargo, tank, roro, barges and work- lists as new regulations and environ- Daniel Cooper boats. They can also send staff to other ports and yards in the region should the need arise. Even the Swedish state has contracts here including those for Coast Guard tonnage, municipal car ferries, Navy ships and icebreakers. CHEMICAL TANKER COMBINED 2-DAY COURSE

Refits MARPOL/IBC Refresher Course, and According to Sales Manager, Torvald Liquid Cargo Handling Simulator Course Hvistendahl, there is a consistently high Chemical Tanker Cargo Operations in Liquid Cargo Handling demand for the company’s services. Simulator, Refreshing STCW Chapter V section A-V/1-1-3 “We recently re-fitted commuter ferry Djurgården 8 making it more accessi- th th ble for people boarding with bicycles, September 18 November 27 2018 wheelchairs and prams. The old, narrow entrances have been enlarged, obsta- cles that stood in the way of passengers when boarding and disembarking have been removed while gangways have been upgraded. We have also installed a new engine supplied by Scania that has significantly reduced NOx emissions, cut particle contamination and brought down noise levels”, he says. - your choice of course A heat exchanger that is coupled to the main engine recovers waste heat Marstal Maritime Academy which has done away with the old oil- fired heating system in winter. [email protected] +45 62531075 “This is all part of a program ordered by SL/SLL (the local authority tasked to

27 Swedish Shipping Gazette PÄR-HENRIK SJÖSTRÖM

Tanker for climate-smart shipments Fure Vinga is the first in a series of six LNG powered product and chemical tankers from Avic Dingheng Shipbuilding Ltd. in China.

In November 2015, Furetank Rederi AB, be delivered to Thun Tankers at the These newbuildings represent a further Rederi AB Älvtank and Thun Tankers end of September and Fure Valö will be development of the previous ship series BV announced that they had ordered a commissioned to Furetank in late No- that Furetank and Älvtank built in China total of four LNG powered product and vember. In January 2019, Fure Ven will between 2004 and 2006 and have been chemical tankers from Avic Dingheng be delivered and the series will end with tailored to meet the specific require- Shipbuilding Ltd. in China. Ramelia handed off to Älvtank in June of ments of the intensive and demanding Furetank had contracted two ships next year. routes they will operate on in northern while the other two companies ordered The vessels’ design was developed Europe with short trips and frequent one ship apiece. Just over a year later by Furetank in cooperation with FKAB. port stops. in October 2016, Furetank and Älvtank expanded the series with each adding an High block coefficient additional vessel to the contract. FURE VINGA Fure Vinga can carry 1 500 cubic meters All three companies have a cooper- Builder Avic Dingheng, China more cargo than its predecessors and has ation agreement as part of the Gothia a slightly shallower draft than the com- Class Bureau Veritas Tanker Alliance while commercial man- pany’s older ships. She is also five meters Length 149.9 m agement of the vessels is administered by longer and one meter wider. Furetank Chartering. Beam 22.8 m “The new vessels have a relatively Draught 9.3 m high block coefficient while at the same Two delivered Dwt 17 999 time, when running at 12 knots, fuel con- The first ship in the series, Fure Vinga, GT 12 770 sumption has decreased from about 17 was delivered to Furetank on April 4 this NT 5 838 tons of diesel to 8.5 tons of LNG per day. year while its sister vessel was handed We have managed to achieve an EEDI Cargo capacity (98 %) 19 812 m3 over to Älvtank on July 25 and christened value of 4.69 (Ramanda). This means Ramanda. After that, Thun Venern will that compared with the target for ships

28 SMM 2018 Edition

built after 2025 (which is 7.76) we can we wanted to show how shipping can, fulfil IMO requirements for a 50 percent under the right conditions, improve “It is all reduction of CO2 by 2050”, says Lars its environmental footprint. We who Höglund, Managing Director of Furetank build LNG-powered ships are sometimes about energy Rederi AB. criticized when we switch to what people The vessels’ have so called MälarMax claim is merely a new fossil fuel. But savings” dimensions, enabling trading to Lake that’s not true. It is not LNG we are look- Lars Höglund, Mälaren through the new Södertälje ing to use, but rather methane. If we can Managing Director Furetank Rederi AB channel. get methane in a clean way as possible, that’s where we want to go. Currently, output is reduced to 2 600 kW. Systematic approach the availability of LBG is an issue that “At this setting, we can use the main Lars Höglund explains that the com- must be addressed”, says Lars Höglund. engine to power the generator in port pany has taken a systematic, inclusive giving us a 30 to 40 percent workload approach to address the issue of energy Tier III when we are moored and unloading. efficiency. Fure Vinga meets IMO’s strictest emis- We are probably the first company in “It’s all about energy savings”, he says. sions classification regarding Tier III the world to use this solution”, says Lars “From the lights on board that are all requirements. For the main engines, Höglund. LEDs to recycling and heat recovery. In these constraints are met using either The inert gas generator also uses LNG this way we use energy where we need it.” LNG or LBG as a fuel while the gensets as a fuel, but it can also be operated on Initially, the company conducted an have catalytic exhaust gas cleaning as gas oil. Thanks to the dual-fuel IG genera- in-depth study of the vessels’ energy standard. The entire driveline was sup- tor, the pressure in the LNG bunker tanks consumption and mapped where there plied by Wärtsilä with the main engine can all the time be controlled. was a potential for savings. Firstly, the being a dual-fuel medium-speed Wärtsilä ship’s employment was analyzed over a 9L34DF that develops a maximum of Maximum redundancy one-year period. 4 500 kW. Shaft speed can vary between In addition to the shaft generator, Fure “We looked at the amount of time the 625 and 750 revolutions per minute. Vinga has two Wärtsilä Auxpac gensets ships were at sea and how much time for its power supply. The smaller of they spent unloading. The next step was Gas powered electricity these is the 688W4L20 and it is used to to examine energy consumption during Using the main engine and the shaft generate the remaining 5 percent of the these various processes. We discovered generator to produce electrical power total energy requirement of the vessel that it is during the crossing and when during unloading required a few special (on a yearly basis). The larger of the two we are in port unloading that we use 95 solutions which called for some ingen- units is a 1600W9L20D and has been percent of the energy produced onboard ious engineering. Based on a system installed to provide maximum system in one year.” where the main engine operates in a redundancy. Lars Höglund explains that this data special Harbor Mode, this has proved to In the case of a possible loss of power was crucial to the final design of the be a viable path to take. from the main engine, the larger genset engines and gensets on board. In normal mode, the main engine’s can produce electric power for propul- “By using LNG, even when we unload, maximum speed is 750 revolutions per sion. The 1 800 kW shaft generator also we can generate 95 percent of our energy minute and it develops 4 500 kW. This acts as an electric propeller motor. With needs with the most environmentally amount of power is sufficient to meet the it, the ship in a fully loaded state, can friendly fuel available.” requirements of ice class 1A operations cruise at a speed of almost 9 knots. All due to the nozzle propeller increasing the vessels in the series have therefore Bunkered with LBG its efficiency by about 25 percent at low received the Bureau Veritas class desig- The newbuildings can also use liquid bi- speed. In addition, the nozzle reduces nation AVM-APS which stands for Avail- ogas (LBG) as a fuel. In addition to the en- the underwater noise that is normally ability of Machinery covered by Addi- vironmental benefits that LNG provides caused by the propeller. tional Class Notation AVM (AVM-APS) or compared to conventional bunker, LBG The normal power of the main engine Assisted Propulsion which, among other is a renewable power source. Fure Vinga would, however, be too great to drive the things, has a defined speed requirement. was the first Swedish flagged vessel to shaft generator in port. The main engine, The auxiliary engines have been bunker LBG. Skangas was the supplier of therefore, has a second operational equipped with Selective Catalytic Reduc- choice and the ship was fueled by a road setting, Harbor Mode, where the speed tion (SCR). tanker at the Port of Gothenburg. is reduced from 750 to 625 revolutions The Wärtsilä Energopac propeller and “We decided to use LBG because per minute while the maximum power rudder system includes a high-efficiency

29 Swedish Shipping Gazette PÄR-HENRIK SJÖSTRÖM

Becker rudder with twisted lead flap Six pairs of tanks have been internally treated with the and integrated propeller bulb. Wärtsilä’s The cargo space uses the same proven phenolpox based coating system PPG delivery also includes reduction gear and concept as the Fure Nord class. It con- Phenguard 930/935/940 and were hot shaft generator. sists of six tank pairs with a total volume cured at the yard. To minimize the risk of electrical of 20 306 cubic meters. One of these power interference and loss, a large UPS is a dedicated slop tank, but normally A happy crew has been installed. handled cargo residue is taken care of via Considerable thought has been given to “We have installed batteries as back- two deck-drain tanks of 50 cubic meters creating a pleasant and safe working and up providing more than 30 minutes of each. onboard environment for the crew. In operation, but this was also done to elim- With a 98 percent fill rate, their addition to the ship’s comfortable cabins, inate the need to run extra auxiliaries to overall cargo capacity is 19 900 cubic galleys and recreational facilities, it also ensure sufficient generation of electric meters. Each tank is equipped with an has its own gym and a sauna. On board power”, explains Lars Höglund. electric Wärtsilä Svanehøj deepwell there are cabins for 19 people. Steam boilers are heated by the main cargo pump with a capacity of 300 cubic To ensure a good work environment and auxiliary engines’ exhaust gases. meters per hour. The electric pumps year-round in all weather conditions, Heat is also recovered from the cooling have their engines placed inside a pipe the forecastle deck has been completely water for heating of LNG vaporizers, tunnel which means that noise levels are enclosed. The equipment on deck is accommodation and stores as well as significantly reduced equating to about situated in a pipe tunnel. freshwater production. Ballast water half of that emitted by similar vessels The ergonomically designed bridge treatment is done using Alfa Laval’s Pure during unloading. The ship has 25 fixed has been equipped with Furuno’s inte- Ballast system which is approved by both tank cleaning machines and one portable grated navigation system. the IMO and USCG. unit, all supplied by Scanjet. The tanks Pär-Henrik Sjöström

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RZ_MAN_Imageanzeige_210x297_englisch.indd 1 28.05.18 18:16 JOACHIM SJÖSTRÖM Swedish Shipping Gazette

Sharing mental models Bridge Resource Management is founded on sharing mental models. What does this mean when navigating and manoeuvring in confined waters?

Is the level of information exchanged • An interval of planned values that is used intentionally. Indeed, the reserve on the bridge detailed enough to enable represent the normality of operations. If can and should be used as soon as the unambiguous and timely challenge and everything goes according to plan, none person conning believes it is reasonable response? of the planned values would have been to do so. This could happen to avoid im- Accidents in confined waters are often exceeded. peding the passage of a ship constrained the result of intentions and actions not • No go area/values that cannot be by her draft. challenged in due time, despite all formal exceeded (i.e. non-navigable waters, Bridge Resource Management tools being breakwaters, speeds beyond or below applied. So, what is missing? which it is impossible to control the A new concept to plan critical naviga- vessel). If the no go value is exceeded, tional elements is required for navigation then the ship is either aground, has had and manoeuvring in confined waters. an allision or collision. The idea is that defining critical • The reserve that is the difference navigational elements (i.e. cross track between planned values/areas and no distance, speed, rate of turn, drift angle go values/areas. It represents the safety etc.) in terms of an interval of values – margin available for a specific critical rather than single values – may remove element. The reserve can be used inten- the ambiguity to challenge who is con- tionally, in order to reasonably adapt to ning the vessel. unplanned situations (i.e. traffic, changes Critical navigational elements need to in environmental conditions etc.) or not be controllable and observable through intentionally because of conning errors. In the figure above the ship A is monitoring by the bridge team, and are In order to clarify this concept, let us leaving the planned corridor as a result determined by: consider an example where the reserve of an alteration of course to starboard.

32 SMM 2018 Edition

The person conning is making the bridge – causes unacceptable swept path in a Outcome: The Cross Track Distance team aware of his/her intention to use narrow channel. In other words, all drift will be between 0 and 40 m right of the reserve by using the thinking aloud angle values outside the normal interval track. technique. Such technique is based on and still within the extreme ones, make Now let us assume that the ship is verbalising the intention (of the person up a safety margin to use only under drifting into position 2 due to an unex- conning), the motivation behind an ac- abnormal or emergency conditions. pected current and the person conning tion before its execution and its expected This planning methodology aims to is not promptly acting on it. As soon as it outcome. In this way the elements are remove the ambiguity to challenge the is apparent that the Cross Track Distance given for either confirmation or for a team member conning the vessel. At the will move left of track, any other team challenge made by other team members. same time it is allowing the necessary member should intervene by probing: With reference to ship A, an example flexibility any shiphandler needs to “What is your intention?” and/or alert- of thinking aloud could be: manoeuvre without being constrained by ing: “The Cross Track Distance is now Plan: I intend to alter course to star- unrealistically strict parameters. zero and the port quarter is going outside board. the corridor”. Reason: To avoid impeding the pas- However, if probing and alerting does sage of ship B which is constrained by not satisfy the team member who has her draft. concerns, then the challenge needs to Outcome: I will navigate outside the be expressed using words which raise planned corridor with a Cross Track attention such as “I suggest” or “I recom- Distance not more than 200 m right of mend”. The following expression would the track. constitute an outcome based challenge: “I recommend to bring the con- ning position right of track as initially planned”.

Need to focus It is important to understand that the When the ship is in position 1 in the challenge needs to focus on the outcome figure above, the Cross Track Distance rather than on the specific action to con- (measured from the conning position) is trol the ship. This is in order to avoid that right of track and the entire ship is with- the person conning is psychologically an- in the Planned Corridor, without using chored to specific instructions given by the reserve. When the ship in position 2, the person challenging, especially if he/ the Cross Track Distance is zero (conning she has more authority to do so within position on track), but the stern is on the team. In this case if the challenge in- Another example of reasonable use of the edge of the planned corridor. When cluded specific instructions it could lead the reserve is the necessity to slow down the ship is in position 3, the Cross Track to a situation where the person with the the speed over ground when approach- Distance is only slightly left of track but conn waits for the next one. This could ing another vessel at a difficult bend in the ship’s port quarter is well within mean a ‘de facto’ but not formal taking a tidal river (figure above). Vessel 1 with the reserve, with not so much space left over of the conn. the tidal stream against her may need to before crossing the safety contour and Moreover, to avoid distractions slow down to 3 knots until vessel 2 has entering the No Go Area with the stern. and keep the level of communication passed clear. If the reduction of speed In principle, critical elements planned essential on the bridge – especially over ground is outside the interval of according to this concept, can be used as during critical navigational phases, any planned values – say between 5 to 6 baseline not only for thinking aloud, but challenge should be timely and trig- knots – such reduction would certainly also for challenge and response. gered by the intended/potential use of be considered a reasonable use of the Before turning, the person conning the reserve. This is particularly useful reserve. would expressed his/her intentions as during manoeuvres to berth/unberth This example shows that reserves follows: the ship. For example, a critical element are not only of a spatial nature. Also the Plan: I intend to turn keeping the during an approach to a berth could be drift angle can be defined by an interval conning position right of track. the ship’s heading. An interval between of planned (normal) values and by an Reason: Because I want to keep the two headings – rather than a single extreme value, which – once exceeded port quarter within the planned corridor. heading value – would define the inter-

33 Swedish Shipping Gazette

val of reasonable angles of approach to it may be possible to let the shiphandler However, it is also important to keep the the berth. give orders as independently as possible. number of critical elements as low as pos- In conclusion, the concept present- sible. Applying the concept of the interval ed in this article aims to share detailed of values to all possible navigational ele- mental models and achieve essential, ments in confined waters may defeat the timely, and unambiguous challenges overall aim of the concept itself, which and responses between bridge team is the prevention of accidents caused by members. By no means is the concept intentions and/or actions not challenged meant to constrain shiphandling within in due time, or not challenged at all. fixed limits. On the contrary, the interval In conclusion, the concept addresses of planned values (rather than single the concerns raised by safety investiga- values) as well as any reasonable use of tors around the world. A recent accident the reserve allows the necessary flexibil- report of the Canadian Transport Safety ity and discretion to handle a vessel in Board maintained that “the absence of a confined waters. detailed, mutually agreed-upon passage For this concept to work effectively plan deprives bridge team members An example of this situation is shown though, critical navigational elements of the means to effectively monitor a in the figure above. should be planned, agreed and shared vessel’s progress, compromising the prin- If the heading is outside the interval in due time before navigating in con- ciples of Bridge Resource Management”. of planned values, suggesting to adjust fined waters. The analysis of real world Antonio Di Lieto, Hans Hederström, the ship’s heading may be more conven- data from ships sensors, as well as high Peter Listrup, Ravi Nijjer­ ient than suggesting how to specifically fidelity simulators are essential tools to achieve the end result. If the outcome define the critical elements of a challeng- This article was previously published in based challenge is carried out in due time, ing manoeuvre to such a level of detail. Seaways, The Nautical Institute magazine

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34 SMM 2018 Edition PÄR-HENRIK SJÖSTRÖM not encountered any problems at all.” But biodiesel costs almost twice as much as conventional diesel. Therefore, the company has been forced to raise prices for its corporate customers. “Having said that, it has worked out well as many of our clients look upon environmentally sound ship operation as something positive. Hopefully this will be even more important in the future.” However, the biggest problem accord- ing to Henrik Börjesson is that local au- thorities, municipalities and other official bodies have failed to appreciate the value of rewarding environmental initiatives when negotiating procurement contracts with independent service providers. “It is, and has been for a long time, costs that are foremost in their minds when tenders are submitted for review. I think that these officials need to realize that an investment in environmental improvements, even if they are more Fossil free by 2021 expensive, are worthwhile and that costs have to be shared. They need to reassess Börjessons aims to become a complete- the way they reason in these matters.” ly fossil free ship operator by 2021. Limited availability “We aim to convert our ships to fossil to remodel our entire operation so as to Another problem is the inadequate avail- free operation by 2021”, says Henrik Bör- be fossil fuel independent by 2021”, says ability of biodiesel which contributes jesson, CEO of Börjessons, a passenger Henrik Börjesson. towards its higher cost. Currently there shipping company based on the island of And they have already come a long is no large-scale production of biodiesel Styrsö, in Gothenburg’s archipelago. way in achieving their aims. taking place in Sweden which means that The company operates two vessels - the fuel Börjessons uses has to be import- Lyrön and Fjordskär – which primarily First fossil free charter boat ed from Finland. provide passenger transport and local On land, the company’s various facilities “At the moment, we have limited cruise services for companies in Gothen- only use fossil free electricity and their access to the fuel we need and therefore burg and western Sweden. In addition, vehicles are powered by biodiesel. But have decided not to convert our smaller Börjessons also conducts water quality the biggest change is at sea where the vessel, Fjordskär to HVO operation at monitoring programs along the Swedish larger of their two passenger vessels, this time. But if more people where to west coast for various marine conserva- Lyrön, runs entirely on biodiesel, or opt for fossil free fuels in their vehicles, tion organizations in Bohuslän and Hal- HVO100 as it is properly called. then I am convinced that production of land using their research vessel Sensor. “Lyrön is Sweden’s first 100 percent biodiesel in Sweden will be viable and fossil free, biodiesel powered charter that costs will come down.” Part of Fossil-free Sweden boat. The vessel also consumes less fuel Apart from Börjessons’ Lyrön, few The company has been an active member than other ships of comparable design other vessels operate using biodiesel in of the Swedish government’s environ- and size.” Sweden. One is Drottning Silvia which mental initiative, Fossilfritt Sverige, According to Henrik Börjesson, thus is based in the town of Gävle, The other (Fossil Free Sweden) which aims to far the conversion has proved to be ad- is the state-owned, Färjerederiet (a road ensure that the country will be one of the vantageous for the company. ferry operator) whose Hönöleden ferries world’s first fossil free welfare nations. “Our engines, which have been sup- in Gothenburg are entirely reliant on “We are an active member of the plied by Scania, are environmentally cer- HVO100 fuel for power. program and have therefore set a goal tified and technically speaking we have Adam Bergman

35 Swedish Shipping Gazette PÄR-HENRIK SJÖSTRÖM Now Terntank again chose to collab- orate with the same partners. The instal- lation was therefore carried through by the Danish repair yard Fayard and the supplier Gesab. “The work was done in just four days thanks to extensive preparations prior to the arrival at Fayard and seamless co- operation on site. The goal was to do this plug in and I think we succeeded quite well”, Tryggve Möller says.

Incentives needed Tryggve Möller thinks that shipowners would do even more investments in green technology on board their ships if there were sufficient incentives. With the current model the reduction of fairway Tryggve Möller of Terntank. dues is too low for vessels with reduced impact on the environment to have any significant impact when calculating for green tech investments. Terntank goes SCR “The incentive on fairway dues does not come close to cover these invest- In cooperation with Fayard and Gesab Tern- ments. But both Preem and we are tank has installed Catamisers with SCR convinced that over time it is the right thing to do and show politicians and the on further two of their product carriers. public that shipments by sea is the most environmentally friendly option.” An annual reduction of NOx emissions mentally conscious customer like Preem. by 25 tons per ship will be the result of a The fact that the equipment on Ternvag Continuing process recent installation of Gesab Catamisers has run like a clockwork since the start Tryggve Möller also highlights that including SCR units on the auxiliary in 2011 had of course an impact on the reducing emissions by saving fuel is a engines of the product tankers Tarnbris decision. continuing process where charterers, and Ternvind. “As icing on the cake Preem has taken operators and agents work together The decision was based upon excel- Tern Ocean, which is one of our four with the owner. He talks about their just lent results from the product tanker newbuildings, on time charter. She is in time concept , meaning that the sea Ternvag, where a similar installation was powered by LNG and has Catamiser SCR transport does not have to be fast but made in 2011. units installed on her auxiliary engines. right on time. The speed and the time of “We reduce our NOx emissions by It is our long term cooperation with a arrival is adapted to the actual situation 25 000 kg per ship and year with the number of key customers that makes our regarding the slots for cargo handling. installation of SCR on the auxiliary extensive investment in green technolo- He informs that over the last three engines. This happens while generating gy possible.” years, Terntank together with customers electric power with the auxiliary engines have saved between 175 and 200 tons of when the ships are alongside or at anchor Four days bunkers on their three spot vessels by in the port area”, Tryggve Möller of Tern- The retrofit of the Catamisers on the working continuously with their just in tank explains. three auxiliary engines onboard Tarnbris time concept. and Ternvind was planned in advance “We cooperate with our partners both Made possible by Preem down to the smallest detail based upon within the just in time concept and by Tryggve Möller points out that this the experience from the retrofit on constantly calculating and trying to find investment in Catamiser/SCR units would Ternvag in 2011. Also in that case the environmental incentives that follow the not have been possible without collab- project was enabled by Preem who was trade of the vessel”, he says. oration with a committed and environ- the charterer of the vessel. Pär-Henrik Sjöström

36 SMM 2018 Edition

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The fireseal system originally developed to safeguard nuclear power plants 37 Swedish Shipping Gazette Swedens’s biggest shipping event Donsö Shipping Meet A unique event with shipping at heart

Donsö Shipping Meet aims to elevate Swedish shipping in the international arena, to be a rewarding and productive event for all involved, and to serve its time-honored role as a meeting point for the entire maritime cluster. We want to o er all participants a more intimate event, where meeting new contacts and making connections is prioritized.

We strive for all to feel welcomed and taken care of. Our mission is to create a fantastic environment for all participants to network with customers, clients and colleagues, and to support exhibitors and shipping companies in doing business.

In Donsö, we convene innovators, operators and owners under a common theme – shipping – and invite all to contribute their diverse perspectives, in an e ort to build a comprehensive shared understanding of industry needs. We know that this will support a sound and robust shipping business climate.

Our mission is to create a fantastic environment for all participants to network with customers, clients and colleagues, and to support exhibitors and shipping companies in doing business.

Key fi gures from DSM17

SHIPPING COMPANIES EXHIBITORS VISITORS 90 260 2000

Registration is open! Delegates from 33 di erent countries gathered to discuss shipping and Sign up at dsm19.com to meet the 100 attending shipping companies. shipping related topics. DSM19 will take place September 3-4, 2019.

For the sixth time, the island of Donsö will host the industry-renowned Donsö Shipping Meet. Over the course Welcome to Donsö, let’s meet! of two days, representatives from 100 shipping companies will gather to partake in a knowledge-rich agenda of seminars and speed meetings, capped o by a banquet dinner in the harbor. SIGN UP AT DSM19.COM Donsö, September 3rd - 4th, 2019.

38 SMM 2018 Edition

Swedens’s biggest shipping event Donsö Shipping Meet A unique event with shipping at heart

Donsö Shipping Meet aims to elevate Swedish shipping in the international arena, to be a rewarding and productive event for all involved, and to serve its time-honored role as a meeting point for the entire maritime cluster. We want to o er all participants a more intimate event, where meeting new contacts and making connections is prioritized.

We strive for all to feel welcomed and taken care of. Our mission is to create a fantastic environment for all participants to network with customers, clients and colleagues, and to support exhibitors and shipping companies in doing business.

In Donsö, we convene innovators, operators and owners under a common theme – shipping – and invite all to contribute their diverse perspectives, in an e ort to build a comprehensive shared understanding of industry needs. We know that this will support a sound and robust shipping business climate.

Our mission is to create a fantastic environment for all participants to network with customers, clients and colleagues, and to support exhibitors and shipping companies in doing business.

Key fi gures from DSM17

SHIPPING COMPANIES EXHIBITORS VISITORS 90 260 2000

Registration is open! Delegates from 33 di erent countries gathered to discuss shipping and Sign up at dsm19.com to meet the 100 attending shipping companies. shipping related topics. DSM19 will take place September 3-4, 2019.

For the sixth time, the island of Donsö will host the industry-renowned Donsö Shipping Meet. Over the course Welcome to Donsö, let’s meet! of two days, representatives from 100 shipping companies will gather to partake in a knowledge-rich agenda of seminars and speed meetings, capped o by a banquet dinner in the harbor. SIGN UP AT DSM19.COM Donsö, September 3rd - 4th, 2019.

39 Swedish Shipping Gazette

STM “We see an exponential growth” Ulf Siwe, Communications Officer, STM Validation project

The standards developed by STM Validation Project are now used in several other projects. An example is the Efficient flow-project where the goal is to improve the flow of goods and passen- gers through the two corridors of Gävle– Rauma and Stockholm–Turku. Also Port of Rotterdam has developed a system where ships share their routes with the port to make the planning of port calls more efficient. The data exchanged is based on the standards STM nearing the finish developed by STM Validation Project. Growing interest At the end of this year the STM Validation pro- Ulf Siwe also says that the general inter- est in STM has increased substantially. ject will come to an end. But the standards de- “We know that China has been work- veloped during the years will continue to evolve. ing a lot with e-navigation and they have shown interest in our projects.” STM (Sea Traffic Management) Validation the port if the quay is ready when they And recently China signed a mem- Project has been going on since 2015 and plan to arrive, or if they should slow orandum of understanding, together is a successor of the previous projects down and arrive later and then save with Sweden among others, in which Monalisa and Monalisa 2.0. It is partly some bunker as a bonus”, says Ulf Siwe. the participants will try out each others financed by European Union and the goal “The largest commercial gain with e-navigation solutions. of the project is to validate and stand- STM will be the ability to better plan and “It is really great for STM when such a ardize a format of data when exchanging streamline port calls. And the industry large country like China sees the benefits information from ship to both other is very clear in its demand of a general of information exchange in the indus- ships and shore based actors. standard.” try”, says Ulf Siwe. “It will improve both safety, efficiency “The technical committee in IMO has and the environmental footprint from Since 2010 also shown interest and said that STM is the whole international shipping indus- Ulf Siwe has been working with the something they would like to promote. try”, says Ulf Siwe, Communications projects since the beginning in 2010 and That would give STM-projects easier ac- Officer at the project. has always tried to promote information cess to larger funding and other benefits, exchange. which is great.” Exchange of information “We’ve been working hard all these The idea behind STM Validation, as well years to promote STM. Until now the in- 2030 as the Monalisa-projects, is to promote terest and adoption has increased slowly, When the STM-project started Ulf Siwe information exchange between actors in but steady. But now I think we may have and his colleagues set a goal that Sea shipping. For example ships can share reached a tipping point where we see Traffic Management would be interna- their planned routes with anyone they great increase of interest and more and tionally implemented by 2030. choose and get feedback from i.e. VTS-op- more projects are introduced. We see an “I don’t think that it will advance any erators on how to improve the route. exponential growth right now and more faster because the industry moves slowly, “They can also get information from and more actors see the benefits of STM. which might not be bad. But we didn’t

40 SMM 2018 Edition ANNA LUNDBERG tems. Solutions that wont cost companies extra.” Another thing that will benefit the adoption of sea traffic management sys- tems is the development of autonomous shipping, says Ulf Siwe. “Rolls Royce, which is investing heavi- ly in autonomous shipping, says that STM is crucial for autonomous ships to be able to navigate alongside conventional ships.”

Until end of 2018 STM Validation Project will go on until the end of this year, and in November a final summit will be held at IMO in Lon- Ulf Siwe explaining STM at the World Maritime University. don where the results will be presented. “We see the project as successful and we have made great impact. And expect this great increase in interest to “That would create a situation with when this project is over other projects come before 2020.” conflicting systems and the shipping will follow. STM has already become a According to Ulf Siwe the greatest companies won’t accept that.” part of other projects like autonomous threat for a larger implementation of “Luckily we already see that com- shipping.” STM in international shipping would be if panies delivering things like ECDIS and “It will be very exciting to see what stakeholders started to implement their AIS are already building STM-solutions will happen in the future”, Ulf Siwe says. own solutions with their own standards. according to standards into their sys- Adam Bergman

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Box 701, 261 27 Landskrona Sweden 24/7 Phone: +46 (0)418 565 80 E-mail: [email protected] www.oddab.eu 365 Anders Larsson: + 46 70 543 15 67 Magnus Malmström: +46 70 302 70 17 WELCOME TO SWEDENS LARGEST SHIPYARD Sven Åsberg: ORESUND DRYDOCKS +46 70 615 33 05

Oresund drydocks halv2.indd 1 2018-06-28 13:34 41 Swedish Shipping Gazette

DIAB “You couldn’t do that with steel” Louise Eriksson Jacka, Market Coordinator, Diab

including bulkheads, decks and the 42 metres long hulls, are made of sandwich composite material. “We can make stronger, lighter and stiffer constructions, that is our compe- tence. Since it is a moldable material you Sandwich panels make up three decks can avoid all the rivets and welding, you on board the PCTC Siem Cicero. get a very fine surface. Also, the mate- rial demands very little maintenance, it obviously does not rust, and thereby has a much longer life span”, says Roger Jans- Replacing steel with foam son, Products and Marketing Manager at Diab International. Only the imagination sets the limit for how Diab’s core material can be used. Enormous gain Roger Jansson points out that the envi- And sometimes IMO regulation. ronmental gain from using their core ma- terial Divinycell is enormous when you When you have a piece of Diab’s core material is called sandwich composite, consider the energy you save by reducing material Divinycell in your hand, it feels accordingly. the weight of a vessel. light and porously fragile. But when the Swedish sea rescue society (Sjörädd- Diab has worked a long time to gain a stiff foam material is coated for example ningssällskapet) use Diab’s sandwich place in the market for large-scale ship- with fibreglass and hard plastic, even composite for their rescue craft of the building. The company made a recent a thin board of Divinycell becomes ex- Victoria class. The battery powered break-through when the Croatian ship tremely strong, enough to replace steel commuting ferries BB Green and Sjövä- yard Uljanik began the construction of a in the construction of ship hulls and gen – the latter is employed in Stockholm series of three PCTCs for Siem Car Carri- decks. public transport – are other examples ers. The first ship in the series, the Siem In the small town of Laholm, on the where the superstructure and hull are Cicero of 17 170 dwt, was put into service southern west coast of Sweden, Diab built of Divinycell sandwich composite. last year and sails with three out of have manufactured Divinycell since the The Swedish Navy’s Visby-class corvettes thirteen decks where the steel has been 1960s. Laholm is also where Diab’s head- are yet another Swedish example where replaced with sandwich panels from quarters are located, but the company the material is used. Diab. That way the vessel’s total weight is present at many locations around the Recently, Diab in Norway and Nor- was reduced by 25 per cent or 200 tons. world. wegian Brødrene AA received the JEC World Innovation Award for their electric Easy handling Well-known concept hybrid ferry Vision of the Fjords, which Diab’s Market Coordinator Louise Divinycell has been a well-known con- Brødrene AA have developed together Eriksson Jacka tells the Swedish Shipping cept for boatbuilders for many years. with Diab to meet the environmental Gazette about the ship yard workers’ joy Decks and hulls on pleasure craft are of- requirements of the World Inheritance when handling the Diab panels: ten constructed with a core of Divinycell listed fjord of Nærøy, where the ferry “Roger and I were at the shipyard coated with fiberglass armored polyester. is employed. All structural parts of the during the construction of the Siem Cice- The principle is called sandwich and the catamaran ferry Vision of the Fjords, ro. Everyone was so engaged, as it is so

42 SMM 2018 Edition DIAB

Diab’s core material product range includes several densities. DIAB much easier for those who work with the material to handle it. Two men can lift Divinycell can be cut, joined and milled a three times ten metres panel just like into any shape, which makes it suita- ble for instance for ROV parts, where that. You couldn’t do that with steel.” high pressure resistance is required.

Lost in regulation The Swedish shipping company Stena Line has shown interest in building ships with Diab’s composite material and had far advanced plans to realize it some years ago. “The project got stuck in IMO reg- ulations and the cost of implementing the material on passenger ferries”, says Roger Jansson. In onboard areas where there are people, crew or passengers, the SOLAS regulation for fire safety on ocean going vessels demands in practice that steel is used in the construction. The Diab panels could be used on the Uljanik-built car ferries since no people enter the car decks while on route. The regulation Wind, where they construct parts for tics, following secret recipes. for ferries in service close to shore also windmills. The batter is poured into baking tins allows for alternative materials. “The Marine is our foundation. and put in great ovens. Under a process Therein lies our history and it involves of high temperature and high pressure, Hope for further assignments pleasure craft above all”, says Christian bubbles form in the plastic, which is Roger Jansson says that Divinycell has Karlsson, Sales Director at Diab. how the cells in the foam are created. shown good results in large-scale fire The material is then swelled to different testing, but the process from there to Large-scale baking densities depending what it is meant to using the materials in passenger ferries The manufacturing process of the core be used for. is long and costly. But Diab are not giving material Divinycell resembles baking The largest boards of the plastic foam up, but hope that the Uljanik-built car on a large scale, says Christian Karlsson is about as large as regular plaster boards carriers will result in further merchant when showing the factory in Laholm. and they can be joined to other pieces, fleet assignments. There is a strict ban on photography in cut, milled and coated in practically The large market segment for Diab the factory, in order to protect Diab’s endless combinations, depending on the is Marine, mostly pleasure craft but patents. The Divinycell “batter” consists end purpose. also submersible craft, and the segment of PVC, polyurethane and other plas- Anna Lundberg

43 Swedish Shipping Gazette ORESUND DRYDOCKS “We have docked a number of large bulk carriers for various owners. These projects have filled up the capacity of our dry dock quite well.” There has also been more activities towards the offshore market, regarding as well normal dockings as dockings of offshore vessels prior to change of ownership. “Above all we have been quite aggres- sive on our market, which has lead to results”.

More capacity There is also a generation shift going on, leding to changes in the organisation. “We have many new employees coming in and also people returning to us. It has been a challenge, but now our planning start to show results.” Increasing the docking capacity is a key feature in the planning for the Oresund aiming at growth future. “Our plan is to lengthen the ex- Repair yard Oresund Drydocks has record- isting dry dock with 30 metres. This ed its highest capacity utilization since 2010 also means that the fairway has to be improved enabling us to receive larger and is planning to lengthen its dry dock. vessels.” Now a comprehensive study about So far 2018 has been a good year for Leonora Christina has been sold to Fred. the fairway project is going on including Landskrona-based Oresund Drydocks, Olsen in Spain. During a five to six weeks several stakeholders, such as the indus- the largest ship repair yard in Sweden. long visit at the shipyard the vessel will try and different authorities. It will be “It is for us a considerably better year be almost completely refurbished. completed in 2019. than the earlier ones. The market has “Our goal is to have an improved fair- been weak, especially in 2017. Since 2010 New markets way to Landskrona within two to three our order book has not been as filled as it During 2017 Oresund Drydocks has also years.” is today. Our docking facilities have been received projects from new markets. Pär-Henrik Sjöström

fully utilized since January and now we ORESUND DRYDOCKS are fully booked until mid November,” says Anders Larsson, VP at Oresund Drydocks. The shipyard has been contracted for two extensive conversions this year. The first one was Stena Lines ferry Stena Dan- ica, which was upgraded at the shipyard for almost three weeks. In addition to that there were installations under way before and after the docking. The second large project is the dock- ing of the Bornholm-ferries Hammerod- de and Leonora Christina. Hammerod- de has been sold to Stena and will be renamed Stena Vinga. The hi-speed ferry

44 SMM 2018 Edition

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Swedish Shipping Gazette PÄR-HENRIK SJÖSTRÖM

Clean without chemicals There is an increasing interest in a water treat- ment technology that keeps the HVAC sys- ny, on a 50 cbm chilled system, 2 000 – 3 000 kg mud was removed within tem clean without the use of any chemicals. six months and compressor efficiency improved by 25 per cent. Regardless of many years on the mari- (Certificate of Substances Hazardous to TUI Cruises has chosen to install En- time market, the interest for the proven Health) requirement and is therefore waMatic onboard their newbuilt cruise EnwaMatic technology is larger than environmentally friendly. But when the ships Mein Schiff 1, 2, 5 and 6. After ever, according to Enwa Water Tech- water enters an HVAC system it will react having used the EnwaMatic technology nology. With focus on environmentally physically, chemically and biologically for about half a year at one of their ships friendly and energy efficient solutions generating process that are interrelated their Chief Engineer stated: an increased demand especially on the and will fuel each other’s development. “The EnwaMatic filtration and water cruise- and yacht market is experienced In broad terms they include corrosion, treatment for Re-heat and Pre-heat sys- by the company. scaling, bacterial growth and general tems operates without any problems up fouling. to this moment. It seems that there are Proactive way The EnwaMatic creates changes in the not suspended solids remaining from the Protecting HVAC (Heating, Ventilation, key water parameters pH, alkalinity and construction, or are generated by corro- and Air Conditioning) systems is a proac- hardness to elicit corrosion inhibition, sion, precipitation of minerals, biological tive way of safeguarding the environment. control of scale formation and prevention growth or mechanical defections.” Continuous filtration and treatment pro- of bacterial growth. longs the HVAC/chilled water system and The process is self-regulating and con- “Like drinking water” component lifespan without exposing the tinuously adjusts to achieve the design From their short-term observation, environment to harmful chemicals. chemistry buffering against system “top Enwa Water Tecnology states that it im- As HVAC systems require major up”. In soft water applications, hardness proves the energy efficiency and reduces capital investment as well as long-term is elevated to prevent corrosion. In hard maintenance cost. The water sample operating costs and energy consumption water applications, the excess hardness is clear as well as ther is a reduction to that impacts environment and profit, is actively precipitated within the filter none chemical use leading to improved Enwa Water Technology emphasizes bed as a fine sludge that is backwashed health and safety. that it is crucial to protect and maintain to waste. Another customer described his latest system efficiency. samples of the chilled water stating that More than 300 units installed “the samples is like drinking water” and Improved system efficiency Crystal cruises was early to introduce the that it’s the first time he has seen such The energy carrier within most HVAC technology. After installing EnwaMatic clean chiller water. systems is water, it has no COSHH onboard the cruise ship Crystal Harmo- Pär-Henrik Sjöström

46 SMM 2018 Edition WALLENIUS MARINE The hull is tailored for efficient oper- ations in a wide range of sea conditions, and dramatically improves the cargo to ballast ratio. The increased beam of 36.5 m provides better stability, hence less need for ballast water. Extensive model testing has been performed to optimize the hull to reduce drag and wave resist- ance, thus improving fuel efficiency. ”Titus will be hard to beat on the efficiency side as she runs on 15 per cent less fuel compared to benchmark level,” says Urban Lishajko, Head of Ship Design & Newbuilding Wallenius Marine. The first of four HEROs The engine has been tuned for low- load operation to reduce the specific fuel The Neo-Panamax PCTC Titus has joined consumption in normal operation and the Wallenius Wilhelmsen Ocean-fleet. she has an efficient bunker system that can operate on different bunker quali- On June 11, Wallenius Marine’s latest new- Ocean. Her capacity is 8 000 cars (CEU). ties. The cargo hold, with its two-pillar building project, the HERO-class PCTC HERO stands for High Efficiency Ro- design and electrically hoistable deck (Pure Car Truck Carrier) Titus, sailed Ro. When the project was initiated the panels, allows for flexible operations from Xingang Shipyard, China. She is aim of the design team from Wallenius and is optimized to transport breakbulk, the first vessel in a series of four that will Marine was to create the most efficient rolling equipment and cars. be operated by Wallenius Wilhelmsen PCTC within the frames set. Pär-Henrik Sjöström

47 Swedish Shipping Gazette

MARINESHAFT Class approved MarineShaft has recently completed weldings on propeller shafts, which were class-approved by both RINA and DNV-GL. “Reduced downtime is a huge mon- ey-saver for owners. Class approval is giv- en on a case-by-case basis, but we have proved that our technology works”, says Peter Pallesen and adds that a second laser plant might very well be needed in the near future.

Extremely precise According to MarineShaft laser welding using a three kilowatt application system can create a precise laser cladding cover on a variety of components to exacting tolerances. Laser cladding specialist “Using a wide range of powders and metallic materials combined with MarineShaft is using laser technology to repair the unit’s numerically controlled and rebuild marine propulsion components. robotic arm, the potential to provide inter-geometric options for applying Last year, while at sea, the coupling the-art robotic facility for material weld- the substrate material has been greatly went loose onboard the fishing trawl- ing and repairs, it has rarely stood idle. enhanced. Lathe technology allows only er Emmely Pilegaard causing damage A recent job that included the laser a small window where material is applied to the coupling and the gear shaft. An cladding technology was for the Danish in a continuous string. However, with unplanned docking and repair yard visit naval support vessel Absalon. Marine- laser cladding, an extremely precise and was required. Shaft received two 21 140 mm long accurate welding process is achieved Normally a damage like that means a propeller shafts in the workshop and on while at the same time the adjacent and long and costly downtime, but Marine- both shafts the stern journal was welded surrounding areas remain unaffected by Shaft in Hirtshals was contracted to carry up by the laser cladding “robot”. heat”, Peter Pallesen explains. out the repair using a new laser cladding technology that significantly reduced the Both marine and industrial work Repairs and manufacturing time of delivery. Senior Project Manager Peter Pallesen is MarineShaft carries out repairs on satisfied with the results of the compa- propellers, propulsion equipment and Reduced by 50 percent ny’s investment. rudders and is specialized in class-ap- The welding of the coupling was com- “It’s been little over a year since we proved cold straightening of propeller pleted using Inconel 625 welding powder installed the system and our ‘new em- shafts. They also offer new manufactur- that was applied by a laser robot. Subse- ployee’ has proved its worth many times ing of shafts. quently the coupling was machined to its over.” The company is engaged in ship original size without any heat treatment. He points out that work is now com- repairs such as engine, gear, hydraulics, The company’s laser technology proved ing into the order book from both the RSW, HVAC and has a team of experts that this kind of repair reduce the time maritime sector and industrial manufac- who perform mobile machining work of delivery significantly and in this case turers. worldwide. This includes drilling, mill- it was carried out in just half the time “The fact that laser cladding has a ing, laser measurement and associated compared to traditional solutions. minimal temperature impact to the tasks. This is just one of many tasks carried material and delivers the highest possible MarineShaft is located in Hirtshals, out by the company, which proves that tolerances in application has been a Denmark, on three sites with more than its robotic welding solutions save ship- major focus area for us, as classification 9 000 m2 workshop facilities. The compa- owners time and thereby money. Ever societies do not approve welding on ny has 80 employees. since the company invested in its state-of- propeller shafts.” Pär-Henrik Sjöström

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49 Swedish Shipping Gazette Newbuildings with Swedish connection Vessels on order on 15 August 2018 Ordered by Shipyard Type Dwt Del Remarks Ektank CSSC Chenigxi Shipyard, China Prod/chem 18 600 2018 LNG-ready, Ek-Stream Furetank Avic Dingheng Shipbuilding, China Prod/chem 16 300 2018 LNG, Fure Valö Furetank Avic Dingheng Shipbuilding, China Prod/chem 16 300 2019 LNG, Fure Ven Gothenburg University Nauta Shiprepair Yard, Poland Research 2018 900 t, Skagerak JT Cement Ferus Smit, Holland Bulk (cement) 8 000 2019 LNG Marinvest+Waterfront Hyundai Mipo, Korea Prod/chem 49 000 2019 Methanol Marinvest+Waterfront Hyundai Mipo, Korea Prod/chem 49 000 2019 Methanol Mercy Ships CSIC, China Hospital 4 500 2019 Project: Stena RoRo OljOla PaxOcean, Cina Bunker tanker 5 600 2019 Cooperation Stena Oil Rederi AB Gotland GSI, China Ropax 2018 LNG, Visborg Rederi AB Gotland GSI, China Ropax 2018 LNG, Thjelvar Sirius AVIC Dingheng, China Prod/chem 7 999 2018 LNG-ready, Saturnus Sirius AVIC Dingheng, China Prod/chem 7 999 2019 LNG-ready, Mercurius SLU Armon, Spain Research 2019 69 m, Svea Stena AVIC Weihai Shipyard, China Ropax 2019 3 100 lm,E-Flexer Stena AVIC Weihai Shipyard, China Ropax 2019 3 100 lm,E-Flexer Stena AVIC Weihai Shipyard, China Ropax 2020 3 100 lm,E-Flexer Stena AVIC Weihai Shipyard, China Ropax 2020 3 100 lm,E-Flexer Stena AVIC Weihai Shipyard, China Ropax 2021 3 100 lm,E-Flexer Stena AVIC Weihai Shipyard, China Ropax 2021 3 100 lm,E-Flexer, LNG Stena AVIC Weihai Shipyard, China Ropax 2022 3 600 lm,E-Flexer Stena AVIC Weihai Shipyard, China Ropax 2022 3 600 lm,E-Flexer Thun Tankers Avic Dingheng Shipbuilding, China Prod/chem 16 300 2018 LNG, Thun Venern Thun Tankers Avic Dingheng Shipbuilding, China Prod/chem 17 500 2019 Thun Tankers Avic Dingheng Shipbuilding, China Prod/chem 17 500 2019 Thun Tankers Avic Dingheng Shipbuilding, China Prod/chem 17 500 2019 Thun Tankers Avic Dingheng Shipbuilding, China Prod/chem 17 500 2020 Thun Tankers Ferus Smit, Holland Prod/chem 7 999 2018 LNG, Thun Eos Thun Tankers Ferus Smit, Holland Prod/chem 7 999 2019 LNG Thun Tankers Ferus Smit, Holland Prod/chem 7 999 2020 LNG Thun Tankers Ferus Smit, Holland Prod/chem 7 999 2021 LNG Färjerederiet Baltic Workboats, Estonia Ferry 600 2019 Battery, Tellus Waxholmsbolaget Baltic Workboats, Estonia Passenger 2018 27 m Wallenius Wilhelmsen Tianjin Xingang Shipyard, China PCTC 23 700 2017 Traviata Wallenius Wilhelmsen Tianjin Xingang Shipyard, China PCTC 23 700 2017 Wallenius Wilhelmsen Tianjin Xingang Shipyard, China PCTC 23 700 2017 Älvtank Avic Dingheng Shipbuilding, China Prod/chem 16 300 2019 LNG, Ramelia Västtrafik Uudenkaupungin Työvene, Finland Passenger 2019 Batteri, 33 m

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50 SMM 2018 Edition

51 Swedish Shipping Gazette

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