Ship Management International

IMO symposium urges comprehensive review of safety regulations

helenj — Tue, 18 Jun 2013 09:12:52 +0000

The IMO Symposium on the Future of Ship Safety, held on 10th and 11th June, at IMO Headquarters in London, has recommended that the International Maritime Organization (IMO) carries out a full review of the existing regulatory regime, in order to meet future needs and expectations.

Following two days of intense discussions on a wide range of issues impacting the future of ship safety, the Statement of the Participants of the Symposium recommends that IMO’s Maritime Safety Committee (MSC) (which is meeting for its 92nd session from 12th to 21st June) should:

•       Consider how to improve data collection and increase its availability in order to support monitoring and development of safety regulations;

•       Consider how to better integrate risk-based methodologies and the latest analysis techniques into the safety regulatory framework to provide a sound scientific and practicable basis for the development of future safety regulations;

•       Consider ways of encouraging a safety culture beyond mere compliance with regulatory requirements;

•       Take into account the burden any new or changing regulation(s) place on the seafarers and consider how this burden can be minimized; and

•       Consider undertaking a long-term comprehensive review of the existing safety regulatory framework with a view to ensuring that it will meet the future challenges associated with the application of new technologies, the human element, the needs of the maritime industry and the expectations of society, taking into account the ever-increasing pace of change and technological advancements made since the 1974 SOLAS and the International Load Lines Conventions were adopted.

Speaking at the close of the Symposium, IMO Secretary-General Koji Sekimizu (pictured) said that the fascinating, stimulating and insightful Symposium had considered wide-ranging issues, relating to a more goal-based, risk-based approach.

“With regard to data collection: there is no doubt that more and better data, and the use of the latest methods to analyse them, are central to the development of future regulations based on risk,” Mr Sekimizu said.

“Second, there is no doubt in my mind that a safety culture that goes beyond mere compliance is essential in the future. Ships will become more complex and, as they do, we must move away from safety being simply a series of box-ticking exercises. That approach is not good enough now, and the administrative burden must be reduced,” he said.

“Third – and this is perhaps the most far reaching – you have considered whether the current safety regulatory framework is appropriate for responding to the future challenges and innovation and new technology associated with the ever-increasing sizes of ships and the need for compliance with environmental regulations; and, if we should change the safety system, how should we do that?” Mr Sekimizu said.

Mr Sekimizu also highlighted the symposium’s focus on the human element; the need for self-regulation; and education and training.

“The serious challenge maritime training institutes are now facing is to keep up with new technology and this must be addressed. Currently, the shipping industry is facing serious financial difficulties but it needs to comply with regulations for marine environment protection,” he said. “Discussion on the future must cover all issues relating to ensuring competent seafarers free of stress and fatigue; support for seafarers must be continuously addressed at IMO.”

The symposium was attended by some 500 delegates (which includes remote participants) who had the opportunity to pose questions to six international panels of high-level speakers from across the broad spectrum of ship design, construction, equipment, operation and regulation.

New Chairman for Maritime London

helenj — Mon, 17 Jun 2013 15:53:32 +0000

UK maritime promotional body Maritime London has appointed shipbroker Alderman & Sheriff Jeffrey Evans as its chairman. He follows David Moorhouse CBE in this position.

Made up of professional UK maritime service firms, Maritime London showcases the breadth and depth of the cluster. The UK’s maritime industries accounts for 2.1% of the British economy, contributing £13.8bn to the UK economy directly.

Jeffrey Evans is Managing Director, Gas, at Clarksons, a leading provider of integrated shipping services and is an Alderman and Sheriff of the City of London.

Commenting on his appointment Jeffrey Evans said: “I’m delighted and honoured to have been appointed Chairman to Maritime London and carrying on the work so ably handled by my predecessor David Moorhouse. This year is a particularly big year for us with London International Shipping Week taking place in September. This is a real chance for us to show shipowners, operators, charterers and government just what a fantastic maritime cluster we have here in the UK. I look forward to banging the drum for the UK’s maritime services around the world.”

Shipping confidence reaches highest level for two and a half years

helenj — Mon, 17 Jun 2013 12:29:58 +0000

Overall confidence levels in the shipping industry rose to their highest level for two and a half years in the three months ended May 2013, according to the latest Shipping Confidence Survey from international accountant and shipping adviser Moore Stephens.

The survey produced evidence of increased enthusiasm for new investment, although doubts persisted about the availability of bank finance. Fuelled by ongoing concern about a surfeit of tonnage on the market, freight rates in the dry bulk sector in particular were expected to come under more pressure over the next twelve months, although the outlook for the tanker markets looked more encouraging.

In May 2013, the average confidence level expressed by respondents in the markets in which they operate was 5.9 on a scale of 1 (low) to 10 (high), compared to the figure of 5.8 recorded in the previous survey in February 2013. This is the highest figure since the 6.0 recorded in November 2010. The survey was launched in May 2008 with a confidence rating of 6.8. The confidence rating for owners was unchanged at 5.7, while that for brokers was up from 5.6 to 5.9, the highest figure since November 2010.

Confidence on the part of managers and charterers, however, was down to 6.0 and 5.5 respectively, from 6.2 and 6.0 in February 2013. Geographically, confidence in Asia was up (from 5.6 to 5.8), unchanged in Europe at 5.8, and down in North America from 6.1 to 6.0.

A number of respondents felt that there were positive signs that a recovery was under way. One said, “The shipping market is dynamic in nature, and we are starting to see signs of exponential growth,” while another predicted with great confidence, “The shipping markets will continue growing over the next fifteen years!” Elsewhere the predictions were less expansive, ranging from, “The market will recover in 2014,” to, “Overall, we believe that 2013 will end up better than last year, and 2014 will show further improvement, even if some niche markets may not be able to maintain their current rate of growth.”

Other respondents, meanwhile, continued to express concern about a surfeit of tonnage in the market. One said, “As soon as there is any hint of a sector with positive potential, owners run to the yards and start ordering” while another noted, “New orders need to be halted for two years in order to correct the over-supply situation.”

Elsewhere it was noted, “There are still too many owners ordering new vessels which will hit the water in the next two years. If we are to believe estimates that the world’s shipyards turned out five times as much tonnage in 2012 as they did in 2005, it is clear that the problems are far from being solved.” Another respondent commented, “Newbuildings from China are still being delivered, and that will doubtless continue because the yards are major employers of local labour and huge consumers of indigenous steel and other raw materials.”

And it was not just China which was referenced in this context, with one respondent pointing out, “There are competitive prices on offer for newbuilding orders, even from Japanese shipyards.” Another respondent predicted a continuing over-supply of tonnage in all sectors except those below 20,000 dwt, adding, “Too many larger ships continue to be ordered and delivered due to perceived low newbuilding costs, but these deals do not come close to making sense based on current market returns.”

Despite significant increases in scrapping levels in the past eighteen months, a number of respondents felt that much more still needed to be done. “The level of new ordering is alarming,” said one, “particularly as some reports suggest that rates of scrapping may now be slowing down again. At current levels the fleet will continue expanding into 2014 and 2015.” Another respondent said, “The industry faces significant increased costs in terms of meeting new regulations over the next few years and, given the lack of available finance, this may accelerate the scrapping of older vessels, particularly those coming up for their fourth survey, but this is unlikely to be sufficient to get the industry out of the over-supply hole it finds itself in.”

One respondent said, “We are increasingly pessimistic about the ability of smaller, privately owned European-based shipowners to compete in the main non-niche markets due to lack of scale and financial muscle, as well as evidence of protectionist practices which render certain trades inaccessible.” Elsewhere it was noted, “We have some way to go before we can expect to see any improvement in freight rates, especially if a new wave of cheap, fuel-efficient ships is ordered for 2015 onwards.”

Regulatory demands featured in the responses from a number of respondents, with one commenting, “The increasing burden of regulation, and the desire on the part of Brussels to be more proactive in its control of what is a global business, is likely to lead to a large number of marginal players exiting the market completely. Whether this will be sufficient to accelerate a return to a better supply/demand balance remains to be seen.”

The cost and availability of bank finance was uppermost in the minds of a number of respondents. “If the banks do not improve their funding resources,” said one, “shipping will remain depressed for years to come.” Another commented, “The banks are not willing to invest in older ships.”

This was a view echoed by the respondent who remarked, “We have looked at several secondhand ship purchase deals which appear to be good enough to replace older tonnage, but our main lending bank is still not willing to finance them, even with high un-mortgaged equity values within our business able to back the loans.” Elsewhere it was noted, “The banks are behaving illogically, and their lack of support frustrates the shipping industry.”

Generally speaking, respondents were more positive than for some time with regard to the state of global and national economies. One said, “The US economy is slowly starting to recover, which will impact positively on demand and on freight rates, plus the likelihood of interest rates remaining unchanged for a few more years will serve to stimulate the market.”

The likelihood of respondents making a major investment or significant development over the next twelve months was up marginally on the previous survey, on a scale of 1 to 10, from 5.5 to 5.6 – the highest level since the 5.7 recorded in February 2011. Owners (down two points to 5.7) were the only category of main respondent to show a fall-off in expectation in this regard. Both charterers and managers, meanwhile, recorded an increased expectation (each from 5.7 to 6.0) of making new investments over the coming year, a view shared also by brokers (up from 4.8 to 5.2).

The percentage of owners who assessed the likelihood of their making an investment at 7.0 out of 10.0 or higher was up by one percentage point to 45%, while the number of charterers who thought likewise was also up by the same margin, from 46% to 47%. Meanwhile, 45% of managers rated the likelihood of their making a new investment over the next twelve months at 7.0 out of 10.0, or higher.

Geographically, expectation levels of major investments were up in all the main geographical areas covered by the survey – in Asia, from 5.4 to 5.5, in Europe from 5.5 to 5.6 (their highest level since February 2011), and in North America from 4.9 to 5.9. One respondent noted, “Regulatory demands on shipping are such that the industry cannot cope with large investments in a financially tight market. Trust in shipping in general is low, given the market sentiment.

Demand trends, competition and finance costs once again featured as the top three factors cited by respondents overall as those likely to influence performance most significantly over the coming twelve months. The overall numbers for demand trends were down one percentage point to 22%, static for competition at 20%, and unchanged also in the case of finance costs at 16%. Tonnage supply (down one percentage point to 12%) featured in fourth place, ahead of operating costs (up two percentage points to 11%), and fuel costs, which were one percentage point down on last time at 10%.

Demand trends remained the number one performance-affecting factor for owners, although down by one percentage point to 21%. Competition featured in second place at 18% (up from 15% last time), followed by finance costs, up one percentage point to 17%. Tonnage supply, having featured in second place in terms of owners’ priorities last time, was down by two percentage points to 16%.

For managers, meanwhile, competition, although down from 20% to 18%, still featured in equal first place with demand trends (down one percentage point to 18%), followed by finance costs, down from 17% to 16%. For charterers, demand trends, while down by five percentage points to 24%, took over first place from competition, which was down from 31% to 17%. Finance costs featured in third place, with 16%.

Geographically, demand trends were the most significant factor for respondents in both Asia and Europe (up by three percentage points in Asia to 23% but down in Europe from 24% to 22%).

Competition and finance costs, in that order, made up the top three performance-affecting factors in both Asia and Europe. In North America, meanwhile, competition featured in first place (up eight percentage points to 28%), followed by demand trends, where there was a fall from 38% to 26%, and operating costs, at 11%. Operating costs were referenced by a number of respondents.

One said, “Owners who are in a position to control fuel costs by operating very efficient vessels, with highly skilled crews, will be at a clear advantage,” while another expected “further shortages of well-qualified and experienced crew, and an increase in their salary demands.”

There was a three percentage-point fall (from 40% to 37%) in the number of respondents overall who expected finance costs to increase over the next twelve months. This is the lowest figure in the life of the survey to date. The number of respondents expecting finance costs to come down, meanwhile, reached its highest figure (11%) since November 2010.

Owners were the only main category to record a fall in the numbers of respondents expecting an increase in finance costs (down from 37% to 32%). The figure for charterers was unchanged at 50%, while for managers and brokers it was up 3 and 6 percentage points respectively, to 44% and 38%.

The number of respondents in Asia anticipating an increase in finance costs was up by 2 percentage points to 40% compared to last time, but the corresponding figure for Europe was down from 39% to 32%. In North America, meanwhile, 52% of respondents thought that finance costs were likely to rise, compared to 42% previously.

While the majority of respondents bemoaned the lack of available, affordable finance, one respondent noted, “Shipowners appear to be resorting more frequently to bond financing, and it seems that these investors are looking through rose-tinted spectacles when it comes to assessing the future and are prepared to support owners in this respect.”

Turning to freight rates, it was the tanker markets this time which generated the most positive comments.

The number of respondents overall who expressed an increased expectation of higher rates in the tanker sector over the next twelve months was up by two percentage points to 37% – just one percentage point below the figure recorded when the survey was launched in May 2008, but some way short of the survey high of 50% posted in May 2010. Owners (up five percentage points to 41%) led the way in terms of increased expectations of better rates, while charterers unsurprisingly set their sights much lower, at an unchanged 29%.

The number of managers expecting improved rates was meanwhile down by one percentage point to 31%. Geographically, the prospects for increased tanker rates were deemed lower this time by respondents in Asia (down from 33% to 31%) and in North America (down by 23 percentage points to 24%), but higher in Europe, up from 36% to 40%.

In the dry bulk sector, meanwhile, there was a 10 percentage-point fall, from the highest figure in the life of the survey three months ago to 40% this time, in the overall numbers of those anticipating rate increases. All the indicators were down – in the case of owners from 50% to 43%, managers (52% to 36%), charterers (60% to 48%), and brokers (44% to 32%).

It was the same story from a geographical perspective. In Asia, expectations of higher dry bulk rates fell from 52% to 33%, in Europe from 51% to 44%, and in North America from 65% to 35%. One respondent said, “The dry bulk market is in crisis and will remain so in the small-to-medium size sectors for at least two more years due to overbuilding.”

Another noted, “The dry bulk market is structurally unhealthy due to the massive overbuilding of vessels.” Others were more optimistic however, with one claiming to be hopeful that dry bulk rates will soon improve due to an improved balance between supply and demand.

In the container ship market, there was an eight percentage-point fall, to 26%, in the overall numbers expecting rates to go up. Indeed, expectation levels in relation to rate increases were down across all categories of respondent, most notably in the case of brokers (by 25 percentage points to 19%). Meanwhile, 26% of owners (compared to 36% last time), 28% of managers (down 5 percentage points on last time), and 38% of charterers (down from 47% last time) expected container ship rates to rise in the next twelve months.

Geographically, expectations of improved container ship rates were unchanged in Asia at 24%, just one percentage point up on the numbers in that part of the world who are expecting container ship rates to go down over the next twelve months. The numbers anticipating higher rates were also down in Europe, from 38% to 29%. In North America, meanwhile, the 39% of respondents expecting container ships rates to fall over the coming year was more than double the number (17%) who though they would increase.

One respondent said, “In the container ship sector, the long-haul market sentiment is very bleak, with continued deliveries of mega tonnage and ongoing weak demand in the main western trades.” Another claimed, “The container ship fleet will grow by eleven% this year. Everybody seems to think that ever bigger ships are beautiful.”

Moore Stephens shipping partner, Richard Greiner, says, “For the third successive quarter, we have seen a small increase in confidence. This encourages the belief that we are witnessing the start of a sustainable recovery, although some difficult issues remain to be resolved.

“Despite increased scrapping, it is clear that there are still too many ships on the market. For as long as that situation persists, the freight markets will struggle to bounce back. Although the tanker market is looking healthier than it has for some time, the dry bulk trades in particular seem to be suffering from an over-supply of tonnage.

“Owners’ appetite for new vessels has not, it seems, been terminally affected by five very difficult years for the shipping industry. Some reports suggest that current newbuilding business is almost one thousand% up on last year, with Greek owners alone having reportedly ordered almost twice as many ships in the first four months of 2013 as they did in the corresponding period last year. This is not a complete surprise.

Our survey revealed evidence of an increased enthusiasm for investment, and the history of shipping confirms that it is an industry which is not reluctant to spend money.

“Increased newbuilding activity is also somewhat inevitable, not least because of the strong state support which governments in the Far East are providing to their strategically important shipbuilding industries. Neither is it a bad thing. Every industry needs new investment to survive, and if that is coupled with regulatory and environmental compliance – for example, in the shape of eco-friendly ships – then so much the better.

“If pulling the plug on newbuilding activity is not the way to resolve shipping’s problems, the answer must lie with addressing the issues which seem to militate against solutions built on new investment. We need more scrapping, for example, and fewer proposals such as the one currently before the European Parliament to ban the beaching of vessels for demolition. We need a more innovative approach to securing finance, embracing everything from bond financing to leasing, as well as the ability to convince potential investors of the credibility of business plans.

“We need a more concerted focus on risk management, which is not as well developed in shipping as it is in many other industries. And we need early identification of the need for restructuring, and awareness of the options available in that connection.

“Shipping is in reasonably good shape, given the problems it is facing. Indeed, it is difficult to think of another industry which is so capital-intensive in nature, so reliant on skilled personnel, and so heavily impacted by competition, politics, risk, protectionism, and regulation, yet able to remain optimistic in the teeth of a global financial downturn. Three months is a long time in shipping, but it is to be hoped that our next survey will complete a full twelve months of improving confidence. Shipping is an industry in which long-term investments have tended to bring long-term rewards. As such, it is worthy of a long-term outlook.”

AET chalks-up 10,000th US Gulf lightering

helenj — Mon, 17 Jun 2013 12:19:56 +0000

On 12th June 2013, AET confirmed its leadership position in US Gulf lightering by performing its 10,000^th fully serviced lightering operation. Using its own personnel, equipment and lightering support vessel, AET successfully transferred 547,000 bbls of crude oil from Tankers International LLC’s V.K. Eddie, a VLCC, into one of its own Aframax tankers, Eagle Kinabalu, for SeaRiver Maritime.

Commenting on the achievement, AET President & CEO, Hor Weng Yew said: “AET is the market leader in US Gulf lightering and we perform around 700 operations each year. Today is a milestone for our company and demonstrates our expertise in this highly specialised sector.

“This achievement would not have been possible without the continued support, trust and guidance from our customers and business partners, and I would like to express my deepest gratitude. In today’s market, it is important to remain flexible with the capability to deliver value-added services which is why we place such an emphasis on specialist activities such as lightering and dynamic positioning. Our offshore operation also has an excellent safety record.

“Our company is continuing to grow and expand its capabilities. We are now performing lightering operations off the coast of Uruguay and we have long terms contracts in place to deliver dynamic positioning shuttle tanker services in the Brazilian Basin and in the Barents Sea.”

AET began US Gulf lightering in 1994 with three Aframax tankers, three mooring masters and a support staff of just six people. Today, the company operates over 30 vessels in this region and employs 16 mooring masters and over 100 support staff working from its newly built shore facility at Galveston, Texas. In 2011 and 2012, AET invested in a fleet of four purpose designed and built lightering support vessels (the first in the world) to give added flexibility and enhanced levels of safety to its offshore operations.

First container port health and safety study is released

samgiltrow — Fri, 14 Jun 2013 10:49:29 +0000

The first ever major international study of health and safety in global network terminals is published today (Friday).

Conducted by Cardiff University and commissioned by the ITF (International Transport Workers’ Federation), it has been conducted in cooperation with three of the world’s biggest terminal operators: PSAInternational, APM Terminals, and one other company.

The 94-page report – Managing the health and safety of workers in globalised container terminals – examines six global network terminal (GNT) ports as well as a worldwide survey of ITF member unions. It finds that, despite the major changes associated with containerisation, container terminals remain a high risk environment for dock workers. It concludes that although the GNT operators have made some important strides in improving health and safety management systems, significant improvement is needed in order to bring container terminals up to the standards of best practice found in other sectors where worker participation systems are effectively developed.

The report lays the groundwork for an even wider and more comprehensive second study, that again is being conducted with the co-operation of PSA International; APM Terminals, and another GNT operator.

Sharon James, ITF dockers’ section secretary, commented: “This is an important, first-of-its-kind project. We commend these three leading GNT operators for cooperating with this research. By engaging in an independent assessment of their performance, these companies are showing leadership for the wider container terminals industry.”

ITF President Paddy Crumlin added: “The findings show that the GNTs have made some important steps to improving their health and safety importance, but there is still a good way to go. This report lays out guidance on what can be done to enshrine and spread good practice.”

A PSA International corporate spokesperson stated: “At the heart of PSA lies a strong, unwavering commitment to provide our people with a safe, secure and healthy workplace and to promote sustainable development in the communities we operate in. We recognise that the improvement of safety at PSA is a journey and as an industry leader, we will continually upgrade our health, safety, security and environment (HSSE) practices and performance and strive to be an exemplary corporate partner on HSSE matters”

Martin Poulsen, Head of Global Safety in APM Terminals, who also operates as the ‘safety activist’, stated: “As a leading port operator we are fully committed to constantly developing and refining our safety management systems and working closely together with our employees as well as organisations such as ITF. We fully agree with the report findings that marine terminals are a high risk environment and that constant research and improvement must take place to ensure that all dock workers can return home from work safely every day.”

The research recognises the ongoing progress on health and safety made by GNTs and recommends that these can be built on in the following areas: Current health and safety systems are largely of the behavioural type (top down, rule-based). Evidence from other industries demonstrates that OHS (occupational health and safety) can be strengthened by worker participation systems, which can address the underlying causes of health and safety problems; There needs to be greater attention given to ensuring that OHS provisions and outcomes are equal for sub-contracted workers; OHS management systems in terminals in the Global North and Global South differ greatly in how they are applied; Current OHS management systems are focused on safety and should pay more attention to health issues such as musculoskeletal disorders and fatigue.

Commendation for tugboat crew

samgiltrow — Fri, 14 Jun 2013 10:16:52 +0000

The Crowley Maritime tugboat Explorer has been awarded a letter of commendation from the Chamber of Shipping of America (CSA) for assisting a stricken vessel 30 miles west of Providenciales, Turks and Caicos Islands, in December.

Crowley crewmembers quickly responded to the 20ft vessel, which had run out of fuel, providing the crew of two with water, life jackets, flashlights and a hand-held radio until the Coast Guard arrived to provide further assistance.

Crowley’s Andrew Legge (pictured, left, with CSA Chairman Captain Bruce S Fernie), Manager of Operation Integrity, Ship Management, accepted the letter on behalf of the Explorer crew at the CSA safety awards banquet, recently held in New Orleans. CSA safety awards are given annually to crews who render assistance to those in danger at sea and the letter of recognition stated: ‘…your actions exemplify the devotion to duty and professionalism of the merchant mariner.’

The crew’s efforts assisting the marooned vessel were also praised by Coast Guard Rear Admiral William Baumgartner, who serves as commander of the Seventh Coast Guard District in Miami. Following the incident, Mr Baumgartner issued an official letter to the Jacksonville-based crew, which included Captain Andrew Smith; David W Keefe, chief mate; Robert A Malouin, chief engineer; Marcus Huntley, AB; Raymond A Petterson, AB; and Richard C Smith, ordinary seaman.

He expressed his sincere appreciation for the crew’s assistance, writing: ‘The humanitarian actions taken by the crew of the tug Explorer are in keeping with the highest traditions of professional mariners. Please accept my personal thanks to you and your entire crew for a job well done!’

The Explorer, based in Jacksonville, is used in Crowley’s Puerto Rico liner services operation, regularly towing company-owned triple-deck Ro/Ro barges between Jacksonville and San Juan.

ICS circulates MAIB report following sinking

samgiltrow — Fri, 14 Jun 2013 09:59:47 +0000

The sinking of a general cargo ship in the Irish Sea in 2011 has prompted the International Chamber of Shipping (ICS) to circulate a flyer to industry with the Marine Accident Investigation Branch’s findings.

It was in November 2011, that six Russian seafarers including the master of the Swanland were lost when the vessel foundered after suffering a catastrophic structural failure and darkness in heavy seas.

The report states how the officer of the watch sounded the general alarm to alert the crew, who were asleep in cabins, and a Mayday message was broadcast by the Master. The message was very brief and so over the next four minutes the Master was prompted by coastguard operators to provide more details about the vessel’s cargo, damage and liferafts.

The crew started to assemble on the bridge and immersion suits were collected from below, but they were a mix of different types – some were required to be worn with lifejackets while others did not. However, the cook was never seen and some of the crew went back to cabins to collect valuables and did not return.

As the vessel’s freeboard reduced, the Master realised the ship was sinking and ordered the crew to prepare to launch the liferafts and at the same time the second officer collected the two search and rescue transponders (SART) but had difficulty activating them due to the design of the gloves integral to his immersion suit and had to use his teeth to operate them.

Four of the crew preparing to launch the liferaft were covered by a wave and the Swanland started to sink beneath them. The second officer and able seaman soon surfaced and climbed into the liferaft but its internal light soon went out and the survivors continued to be hampered by the gloves.

Around one hour after the Swanland foundered, a rescue helicopter arrived and spotted the survivors in the liferaft. No other survivors were seen so the liferaft winched the second officer and AB onboard, cold but uninjured. The body of the chief officer was recovered several hours later – wearing an immersion suit but no lifejacket. The master and remaining four crewmen have never been found.

The flyer includes the MAIB report’s advice to improve safety including ensuring all crew are fully briefed on mustering procedures and carry out drills including the donning of immersion suits and jackets; also, providing the same type of immersion suits – so either all have built-in buoyancy or they all need to be worn with a lifejacket.

The full report may be downloaded from the MAIB website at www.maib.gov.uk

ADMIRALTY Vector Chart Service released on one DVD

helenj — Fri, 14 Jun 2013 08:33:44 +0000

The United Kingdom Hydrographic Office (UKHO) has unveiled plans to supply the ADMIRALTY Vector Chart Service (AVCS) on one DVD from summer 2013, providing customers with a range of benefits, including faster loading speeds, reduced data handling and fewer warning messages.

Combined with the existing online ENC updating service and custom exchange set option delivered through e-Navigator Planning Station, AVCS on one DVD marks a significant step forward in making open, S-63 based ENC services much easier for the mariner. This move also ensures compatibility with S-63 1.1, the latest standard for data protection from the International Hydrographic Organization (IHO), which comes into force in January 2014.

Ian Moncrieff CBE, Chief Executive of the UK Hydrographic Office, said: “We are committed to continuous improvement in the quality of the navigational products and services that much of the world’s fleet relies upon. With the launch of AVCS on one DVD, our customers are assured of their compliance with the latest IHO standard on data authentication. They will also benefit from a faster, more efficient and convenient way of managing and updating the AVCS library of over 12,000 charts; with weekly data updates also supplied on a single DVD.”

All AVCS customers will receive an AVCS DVD upgrade pack for every vessel from their UKHO chart distributor, along with written instructions, technical support videos and installation guides. A 1.1 CD service will also be available later in the year for those who are unable to support DVD and UKHO’s renowned 24/7/365 Customer Service team are available to ensure a smooth transition to the new media.

Korean Register signs MoU with Dongkuk Steel to implement strategic technology exchange

helenj — Thu, 13 Jun 2013 15:31:30 +0000

This week in Seoul, the Korean Register – an IACS member class society – signed an MoU with global steel producer Dongkuk Steel. This agreement paves the way for the two organisations to cooperate on the exchange of strategic technology relevant to the construction of seagoing vessels and platforms.

Specifically, the agreement defines mutual cooperation for developing and surveying rolled steel used in the building of ships and marine structures. It covers:

· New domestic projects such as natural gas carriers

· Technical information sharing on technology trends

· Information sharing on future demand for steel including from international and domestic ship yards

· Joint studies into the approval and development of new steel types

· KR’s third-party surveying of Dongkuk Steel’s products

Commenting on the new agreement, Mr Kim Chang-wook, KR executive vice-president said: “This agreement consolidates the relationship between KR and Dongkuk Steel, one of the great steel companies of the world and the second largest in Korea. We expect to generate many synergies from this MoU and I look forward to working together to deliver enhanced products and services to the international and domestic maritime sector”

Lloyd’s Register announces significant board appointments to support continued growth in its Energy business

helenj — Thu, 13 Jun 2013 15:28:15 +0000

Lloyd’s Register today announced the appointment of Chris Finlayson, Chief Executive of BG Group plc, and Ellis Armstrong, ex-CFO of E&P at BP, as Non-executive Directors on the board of Lloyd’s Register Group.

Lloyd’s Register Group Ltd (LR) is the wholly-owned operating group of Lloyd’s Register Foundation, a UK charity dedicated to supporting the advancement of engineering-related education, and funding research and development that enhances safety of life at sea, on land and in the air.

LR provides independent assurance and expert advice to companies operating high-risk, capital-intensive assets in the energy and transportation sectors, enhancing the safety of life, property and the environment by helping clients to ensure the quality construction and operation of critical infrastructure. LR’s business assurance services help companies manage their systems and risks across a wide range of areas from food safety to energy management.

“Given LR’s significant growth in providing services throughout the energy supply chain, it is hugely important to have a strong and diverse Board to represent the sectors we serve. We are very pleased to welcome these two outstanding Non-executive Directors to the Board”, said Thomas Thune Andersen, Chairman of LR.

Both Chris and Ellis have had long and distinguished careers in the Energy sector. Before joining BG Group, Chris Finlayson gained over 33 years’ technical and commercial experience in the oil and gas industry, with Royal Dutch Shell plc, where he was a member of the Exploration and Production leadership team, serving in Russia, Nigeria, Brunei and the North Sea. Prior to his appointment as Chief Executive, Chris was responsible for BG Advance, including BG Group’s exploration team, the Group’s major capital projects programme, contracts and procurement, and technology.

Chris Finlayson commented: “I am delighted to have the opportunity to contribute to the continuing success of Lloyd’s Register, whose work in the enhancement of the safety of life I have long admired. The safety of our people has to be industry’s first & foremost priority. I believe that every accident is avoidable and that as an industry we must continue to strive for zero injuries.”

Ellis Armstrong joined BP in 1983, and has had an extensive career in offshore operational roles, commercial and planning roles, and leadership functions, ending his career with BP as CFO of Exploration and Production. Ellis has a BSc and PhD in Civil Engineering from Imperial College, and a Masters degree in Business Administration from Stanford Business School.

Ellis Armstrong added: “Lloyd’s Register has made a difference to the world for more than 250 years. I am really excited about the opportunity to contribute to the next era of its future.”

Chris and Ellis join Thomas Thune Andersen, Chairman; Non-executive Directors John Chandris and Ron Henderson; Richard Sadler, CEO; and Alastair Marsh, CFO, on the board of Lloyd’s Register Group Ltd.

Richard Sadler, CEO, said “These high-profile appointments underline LR’s commitment to continued growth in the energy sector, and I am sure that both Chris and Ellis’s experience will provide the management team with a huge amount of insight and value for our strategic growth plans.”

Through its acquisitions of ModuSpec in 2008, Scandpower in 2009 and West Engineering Services in 2012, LR has built a comprehensive portfolio of services including compliance, inspection, asset integrity and consulting, to the upstream, downstream, power, renewables, nuclear and industrial sectors.