Merlin's Magic Media

Bureau Veritas issues EEDI certificate for first in Sinopacfic’s new series of bulkers

noreply@blogger.com (Merlin Corporate Communications) — Tue, 28 Feb 2012 16:26:00 +0000

LEADING international classification society Bureau Veritas has issued its first EEDI (Energy Efficiency Design Index) certificate to the ultramax geared bulk carrier JS Amazon, the lead ship in a new generation of ‘CROWN63’ vessels developed by China’s Sinopacific Shipbuilding Group with bulk carrier expert Setaf-Saget.

The 63,300 dwt vessel is designed for the carriage of bulk cargoes, including coal, iron ore, grain and cement, as well as a range of dangerous cargoes. Its GHG (Green House Gas) performance when measured in accordance with IMO’s Energy Efficiency Design Index is twenty per cent better than the requirement under MARPOL Annex VI and already reaches the Phase II requirement normally set for the years 2020/2024. Its deadweight was achieved as a result of an advanced design fully compliant with the Common Structural Rules. The vessel can carry 5.2 per cent more cargo than other bulk carriers of comparable size.

Speaking in Yangzhou on February 27, 2012, at a press conference organised by Sinopacific Shipbuilding Group, Bernard Anne, Managing Director of BV’s Marine Division, said, “This vessel marks the start of a new series of ships which will be exemplary contributors to a greener and cleaner world, shaping the image of shipping for the future. It also represents a celebration of the achievement of outstanding new design concepts and the re-enforcement of strong and successful, long-established levels of co-operation.

"Bureau Veritas, Sinopacific Shipbuilding Group and bulk carrier expert Setaf-Saget have been working together for many years in the best kind of partnership – one built on trust and a long-term commitment to shipbuilding quality and innovation. BV has been delighted to work with Greenseas, the in-house design office of the Sinopacific Group, which has a proven ability to deliver high-quality designs for energy-efficient ships.

“EEDI is aimed at producing ships which are ahead of industry standards, with optimised fuel consumption and the highest standards of quality and safety to meet the demanding criteria for bulk carriers engaged in worldwide service today. The ‘CROWN63’ series demonstrates to the world that the shipping and shipbuilding industries can bring to the market an exemplary generation of new ships which are safeguarding the future of our planet.”

Working with Sinopacific and a number of different owners, BV has classed 42 vessels of the ‘CROWN58’ series of supramax bulk carriers already delivered or still under construction. It is also responsible for the classification of 32 vessels on order in the ‘CROWN63’ series, and anticipates more to come.

Bernard Anne, who attended the naming ceremony for the JS Amazon in Yangzhou on February 28, concluded, “In a world where safety and environmental responsibility demands are paramount, BV is always keen to work with partners such as Sinopacific on the development of ground-breaking designs and quality newbuildings.”

For photos of the “JS Amazon” naming ceremony, go to http://bit.ly/pYqIVs or email chris@merlinco.com

Bureau Veritas is a world leader in conformity assessment and certification services. Created in 1828, the Group has close to 50,000 employees in 930 offices and 330 laboratories located in 140 countries. Bureau Veritas helps its clients to improve their performances by offering services and innovative solutions in order to ensure that their assets, products, infrastructure and processes meet standards and regulations in terms of quality, health and safety, environmental protection and social responsibility.

www.bureauveritas.com for corporate information
www.veristar.com for marine information

For more information:
Philippe Boisson
Bureau Veritas
+33 1 55 24 71 98
philippe.boisson@bureauveritas.com

Light fantastic

noreply@blogger.com (Merlin Corporate Communications) — Tue, 28 Feb 2012 10:50:00 +0000

Scientists who last year claimed that sub-atomic particles called neutrinos had been found to travel six kilometres per second faster than the speed of light have now been made to eat crow.

The neutrinos should have taken 0.0024 seconds to travel from Geneva to Italy, but instead took 0.00000006 seconds. The findings sparked widespread scepticism because they attacked Einstein's theory that the maximum velocity in the universe is the speed of light. The scientists now admit the 60-nanosecond discrepancy which got them so excited “appeared to come from a bad connection between a fibre-optic cable and an electronic card in a computer” and that neutrinos are actually a fibre-optic breakfast cereal. The connection has now been tightened. Good.

There was a time when you used to have to know things – or, at the very least, wear a white coat and have unruly hair - to be a scientist. These days, anybody who makes a cockamamie claim about anything is a scientist. So now seems like a good time to launch my own theory that the moon is not 4.5 billion years old but is in fact only 12. This is every bit as believable as the news circulating last week that Britain was hotter than Algiers.

Global warming! Who needs it?

Vestdavit secures Australian Customs patrol boat order from Austal

noreply@blogger.com (Merlin Corporate Communications) — Thu, 23 Feb 2012 10:11:00 +0000

NORWAY-based boat handling system and specialised davit supplier Vestdavit has been contracted by shipbuilder Austal to supply its state-of-the-art PLAR-6500 davits to eight new Cape Class Patrol Boats (CCPBs) to be built for the Australian Customs and Border Protection Service.

Austal will build the 58.1 m Cape Class Patrol Boats at its shipyard in Henderson, Western Australia. Construction of the first vessel is expected to begin soon, with all eight due to be delivered between March 2013 and August 2015. The patrol boats will play a significant role in protecting Australia’s borders from multiple maritime threats. They have been designed to have greater range, endurance and flexibility, as well as enhanced capability to operate in more severe sea conditions than the current Customs and Border Protection fleet.

The sixteen PLAR-6500 davits covered by the order perform an important role in the operational capability of the vessels. Made of lightweight aluminium and capable of lifting Rigid-Hull Inflatable Boats (RHIBs) of 6,500 kilos, the SOLAS-compliant, self-tensioned davits are fully equipped with the latest safety accessories, including shock absorbers, guiding rails, wire haulers, hydraulic end stops, and independent HPUs. Their advanced functionality ensures safe operation in rough weather conditions, and permits the safe deployment and recovery of boats in speed of up to 10 knots.

Vestdavit managing director Rolf Andreas Wigand says, “For Vestdavit, this contract demonstrates the global appeal of our custom-made davit systems, and underlines the quality of our products and services. The Australian authorities already have several Vestdavit units in operation in Australian waters, specifically 16 PLA-2000 davits for Customs and Border Protection; 28 PLAR-4500 davits for the Royal Australian Navy’s Armidale Class, and 2 PAP-6000 davits also for the Royal Australian Navy. We are very proud to have been chosen yet again for this prestigious delivery to Australia. The contract is confirmation of the Australian government’s satisfaction with our systems.

“Vestdavit is committed to providing support services for the davit systems throughout their operational life. To help us achieve this objective, we have several partners in place in Australia, including Antelope Engineering – our Australian agent which was instrumental in helping Vestdavit to secure this latest order from Australia, as well as our service partner, Hydraulink NT, which will provide service to the davits.”

For a graphic of the davit go to http://bit.ly/nfnCu5 or e mail john@merlinco.com Images must be credited as follows: Image courtesy of Austal

Vestdavit designs, supplies and supports tailor-made solutions for launching and recovering boats in difficult conditions at sea. Its range of boat handling systems and davits are the first choice of navies, coastguards, seismic survey operators, pilot authorities and offshore operators who need to be able to operate small boats safely from larger vessels. Since 1975 Bergen-based Vestdavit has supplied over 1,800 davits and side and stern launch systems. They have proven themselves over more than 30 years use in the North Sea and other harsh environments around the world. Self-tensioning and shock absorbing systems ensure crew safety and widen the operational window for the users. Vestdavit’s key focus is on operational effectiveness, safety and the reliability of its equipment. www.vestdavit.no

For more information:
Rolf Andreas Wigand
Vestdavit
+ 47 99 46 48 62
rolf.andreas.wigand@vestdavit.no

OSD seals ten new PSV orders

noreply@blogger.com (Merlin Corporate Communications) — Tue, 21 Feb 2012 14:33:00 +0000

Offshore Ship Designers has sealed ten new design contracts for large diesel-electric Platform Supply Vessels for two major offshore operators building at three shipyards in Brazil, Japan and Spain.

Swire Pacific Offshore Operations (Pte) Limited has ordered four IMT-997 Platform Supply Vessels to be built by Universal Shipbuilding Corporation in Japan and four sister vessels to be built at the EISA shipyard in Brazil. The 97 m LOA 5,000 dwt vessels will be classed with DP2 capability and have diesel-electric propulsion systems with azimuth propulsion units. The vessels will be delivered progressively from early 2014.

Craig Group’s Northstar Shipping has ordered two IMT-982 PSVs to be built at Balenciaga in Spain. The 83 m LOA vessels have diesel-electric propulsion systems offering greater fuel economy and efficiency. The vessels have an initial operating deadweight of 2,550 dwt, a useable deck area of 912 square metres and are powered by four MAK 9M20 1450 kW generator sets driving two Steerprop 1900 kWe Azimuths. The vessels are specially designed to operate at less than 5,000 tonnes displacement to work with older North Sea Structures where vessel size and weight restrictions apply and will be also classed with DP2 capability.

Neil Patterson, managing director of OSD-IMT, the UK arm of the OSD group, says, “The key elements of our IMT range of offshore support vessels are fuel efficiency and design for purpose. These leading offshore operators want vessels designed efficiently for specific tasks, and with these new designs we can tailor the hull, cargo systems, power and propulsion systems to the required operating profile. With offshore operators developing oil fields in deeper water and in more exposed environmental conditions, the requirements are for more efficient high capacity support vessels often with special requirements. OSD can design exactly what is needed, through the IMT range of OSV’s and with our extensive experience of diesel-electric systems and regulations such SPS Code, IBC Code and Probabilistic Damage, our designs can built anywhere in the world at the most competitive price.”

For a graphic of the IMT-982 click on http://bit.ly/qIKsBf
or e mail brusselers@offshoreshipdesigners.com

Offshore Ship Designers Group (OSD) is a global one-stop resource delivering naval architecture and marine engineering skills to the shipping and offshore energy industries. It draws on an experienced global workforce to provide high quality feasibility studies, conceptual and detailed designs for tugs and offshore support vessels of all types. OSD is based in IJmuiden, The Netherlands, and has offices in Montrose, York, Appledore, Shanghai and Singapore. www.offshoreshipdesigners.com

For more information:
Merijn Brusselers
Offshore Ship Designers
+31 (0)255 54 50 70
brusselers@offshoreshipdesigners.com

Moore Stephens boosts insurance internal audit team

noreply@blogger.com (Merlin Corporate Communications) — Mon, 20 Feb 2012 19:06:00 +0000

Leading insurance accountant and consultant, Moore Stephens, is to boost its governance, risk and assurance team with the recruitment of two leading practitioners, Gary Oliver and Gavin Davey.

Currently a partner at Mazars, Gary Oliver is well-known in the London market, providing governance, risk and assurance services and acting as head of internal audit to a range of clients including Lloyd’s agencies and syndicates, insurers and reinsurers. He has strong commercial experience, having been Risk Management and Compliance Director at Ark Syndicate Management and Group Head of Internal Audit at Wellington Underwriting.

Gavin Davey, a Mazars director, specialises in providing IT assurance services to both the Lloyd's market and general insurers. He has extensive experience of all aspects of IT internal audit and statutory audit support services and specifically Solvency II data governance and integrity.

Simon Gallagher, head of Moore Stephens’ insurance practice, says the firm is delighted to have recruited two leading practitioners with such strong reputations. “We are seeing substantial demand for our services and expertise, which we foresee continuing as the regulatory regime tightens,” he explains. “We are actively developing our internal audit portfolio, providing not only both co-sourced and outsourced support, but also delivering individual assignments such as governance strategies, compliance gap analyses, board effectiveness reviews and data quality audits. Gary and Gavin’s recruitment will further enhance our expertise in this area”

Gary Oliver says, “I am very excited to be joining Moore Stephens at a time of increasing regulatory pressure and the need for robust corporate governance in the insurance industry. Moore Stephens has an outstanding reputation as a leading insurance industry adviser with a team of committed and skilled professionals. I am looking forward to joining the team and sharing in the firm’s future success.”

Moore Stephens LLP is noted for a number of industry specialisations and is widely acknowledged as a leading shipping and insurance adviser. Moore Stephens LLP is a member firm of Moore Stephens International Limited, one of the world's leading accounting and consulting networks, with 636 offices of independent member firms in 100 countries, employing 21,197 people and generating revenues in 2011 of $2.3 billion. www.moorestephens.co.uk

For more information:
Simon Gallagher,
Moore Stephens LLP
Tel: +44 (0)20 7334 9191
simon.gallagher@moorestephens.com

Moore Stephens calls for EU tonnage tax stability

noreply@blogger.com (Merlin Corporate Communications) — Fri, 17 Feb 2012 15:50:00 +0000

International accountant and shipping adviser Moore Stephens has called for stability for European tonnage tax regimes now that the EC has begun its review of EU State Aid Guidelines to Maritime Transport

The start of the EC’s review of the EU State Aid Guidelines to Maritime Transport was announced on 14 February 2012. These guidelines cover European tonnage tax regimes as well as other state aid to the maritime sector. The EC has published a detailed and very comprehensive questionnaire regarding these state aid guidelines, inviting responses from citizens, organisations and public authorities.

The EC says the objective of the consultation is to invite member states, other institutions and stakeholders to provide information on industry developments, feedback on the application of the 2004 Community Guidelines on State Aid to Maritime Transport (due for review within seven years of their date of application) and their effects, as well as any comments and proposals regarding state aid for maritime transport. The Commission will analyse the outcome of the consultation before deciding to what extent changes to the current rules are necessary and, if appropriate, come forward with a proposal for revised guidelines. At this stage, the Commission has not taken a position concerning a possible modification of the existing guidelines.

Moore Stephens tax partner Sue Bill says, “We hope the EC will bear in mind the importance of stability to European tonnage tax regimes. This is particularly important given the current difficult economic climate, and the fact that EU tonnage tax regimes are competing with other jurisdictions, such as Singapore, which offer very attractive tax breaks to the shipping sector. It will be important for all interested parties in the EU to ensure that they are involved as much as possible in the consultation process.”

In a separate development, shipowners in the UK tonnage tax regime were recently encouraged by positive remarks made at the UK Chamber of Shipping’s recent annual dinner by Shipping Minister Mike Penning, who said the UK government had no intention of touching the UK tonnage tax regime.

Sue Bill says, “The minister’s remarks referred to HMRC’s reinterpretation of the rules relating to the requirement that strategic and commercial management of the ships is located in the UK. HMRC has published revised, interim guidance which broadly reinstates HMRC’s pre-2009 position. Further consultation with the shipping industry has been promised, although no additional information has been provided regarding the scope and timing of the consultation.

“The minister’s comments are a very encouraging development, but it is not yet the end of the story. It is important that the consultation goes ahead, so that final guidance can be issued, in order to give further reassurance to the shipping industry. The government should take the opportunity to simplify and improve the regime. In addition, HMRC needs to act in a reasonable and consistent manner with regard to all matters relating to the UK tonnage tax regime, not just the strategic and commercial management test.

“As the UK government is required to act within the EU guidelines, the outcome of the EC review will also be important.”

Moore Stephens LLP is noted for a number of industry specialisations and is widely acknowledged as a leading shipping and insurance adviser. Moore Stephens LLP is a member firm of Moore Stephens International Limited, one of the world's leading accounting and consulting associations, with 636 offices of independent member firms in 100 countries, employing 21,197 people and generating revenues in 2011 of $2.3 billion. www.moorestephens.co.uk

For more information:
Sue Bill,
Moore Stephens LLP
Tel: +44 (0)20 7334 9191
email: sue.bill@moorestephens.com

Vale uses Logmarin to develop the world's largest floating bulk terminal

noreply@blogger.com (Merlin Corporate Communications) — Wed, 08 Feb 2012 16:47:00 +0000

Genoa-based Logmarin Advisors, part of the RINA Group, has enabled Brazil’s Vale SA to convert the Ore Fabrica (the former VLCC Front Duchess) into the world’s largest transhipment vessel. It will shortly come into operation at a site in Subic Bay, the Philippines, where it will operate as a platform for the transhipment of iron ore cargoes from Vale’s 400,000 dwt valemax ore carriers into capesize vessels for on carriage to markets in Asia.

Logmarin assisted Vale by devising and supervising the detailed design of the conversion and by procurement assistance, selection of the Ore Fabrica terminal management, and developing operation and safety procedures, Hazard and Operability analysis, transhipment site identification and permits. Support includes assistance during commissioning and personnel training.

The new cargo handling plant, the only one of its kind, consists of five Liebherr MPG cranes and a sophisticated conveyor belt/loading system designed and built by Bedeschi of Padova. The cargo handling facility is certified by RINA.

The conversion was carried out at the Jiangsu Xinrong Shipyard in China. A total of 4,643 tonnes of new plant and structure went into the conversion. The installation of 9,680 KW of power gives the vessel a 5,000 tonnes-per-hour capacity – sufficient to load a capesize vessel in 36 hours. From design to delivery, the entire conversion took 333 days to complete.

The vessel is managed by MSI Ship Management Pte Ltd of Singapore.

Logmarin provides broad-based advice and experienced ideas to tailor-make innovative supply chain solutions for the specific needs of the clients, taking into account environmental and commercial issues at site. Logmarin aims to configure the industry’s marine supply chain as effectively as possible.

For a photo of the Ore Fabrica e mail john@merlinco.com

The RINA Group is an international company that supports firms and the community to guide them towards greater competitiveness and effective risk management through the conception, creation, management and assessment of projects. The Group has developed the best competencies and combined them with its own values of integrity and responsibility, gained in over 150 years of experience, into a way of working that meets the highest expectations in the market. To guarantee the most advanced level of technical competency and speed of intervention, the RINA Group operates through a network of companies dedicated to different sectors including Environment and Quality, Energy, Shipping, Ethics and Safety, Food Production and Healthcare, Infrastructures and Constructions, Logistics and Transport. With a turnover of around 300 million Euros, over 2,100 employees, and 130 offices in 42 countries worldwide, RINA meets the needs of its clients and is recognized as an authoritative player in key international organizations and an important contributor to the development of new legislative standards. www.rina.org

For more information:
Claudia Filippone
Head of Media Relations
RINA
+39 010 5385643
cfp@rina.org

Giulia Faravelli
Media Relations
+39 010 5385505
giulia.faravelli@rina.org

Schat-Harding launches global multi-brand service

noreply@blogger.com (Merlin Corporate Communications) — Mon, 06 Feb 2012 11:08:00 +0000

LEADING lifeboat manufacturer and service provider Schat-Harding has widened the range of its global service network to cover multi-brand servicing and the re-hooking of lifeboats. For the first time, shipowners and offshore operators will be able to get most of their lifeboats, hooks, winches and davits serviced by a trained engineer working to the highest global standards, backed by a global service network. They will also be able to use Schat-Harding’s range of modern hooks to replace older models which may no longer meet IMO standards in most boats.

Birger Grathen, CEO, Schat-Harding Service, says, “This is a major step forward for shipowners and offshore operators. They don’t have to risk using small and unauthorised lifeboat service and testing stations, or hooks from companies with no track record. Rather, they can now benefit from the same high standards as those already enjoyed by owners with Schat-Harding brand equipment. Our global network of service stations and partners is now authorised to service over 500 lifesaving products made by other Original Equipment Manufacturers, on top of all the products delivered by the fifteen major brands we own.”

Norwegian-headquartered international shipowner DOF, which owns and operates a large fleet of modern offshore and sub-sea vessels, is one of the first companies to take advantage of Schat-Harding’s multi-branding initiative. It has recently signed a 65-vessel Fleet Service Agreement with Schat-Harding. Marita Ottera, Head of Procurement at DOF Management AS, says, “The agreement with Schat-Harding will afford us good control with regard to the approved quality and safety of the equipment on our lifeboats, and a simplified follow-up procedure for lifeboat systems on board our ships. We are very happy to have Schat-Harding support the equipment on board our ships and to do the work in an efficient and cost-effective way.”

IMO SOLAS regulations require a strict and regular service and testing routine for life- saving appliances, and new requirements have recently been put in place to test all lifeboat hooks and bring them up to new standards.

“The best way to get equipment serviced or updated is to use the people who design and build lifeboats, winches, davits and hooks, and who have the trained people to do the job properly,” says Birger Grathen. “That is why we built up the world’s biggest global service network and have invested heavily in training and in our SHIELD database. We want to give lifetime support to the owners who have our equipment. But most shipping and offshore companies have mixed fleets of vessels with a mix of lifeboat equipment from different manufacturers. It is much easier and cheaper if they can use one company to service and upgrade all the equipment. Owners are also now facing a one-off challenge of having to test all the lifeboat hooks to see if they comply with retrospective IMO standards, and to replace hooks where necessary. That will be a big task, again made more cost-effective by using one supplier for the whole job.

“That is why Schat-Harding is seeking a wide range of approvals and access to original manuals and spares. It has also trained its engineers and put in place quality control criteria to ensure that they can safely service equipment from most manufacturers, and install our SeaCure hooks into most boats, while maintaining the global high standards which currently apply to Schat-Harding brands.”

To download hi res photos of Birger Grathen and Schat-Harding service engineers at work click on: http://bit.ly/sCR30i or e mail chris@merlinco.com

Schat-Harding is the world’s leading supplier of lifeboat and evacuation systems for the offshore, cruise and shipping industries. With factories and offices in Norway, the UK, the Netherlands, Brazil, Germany, Italy, Panama, Singapore, Spain, Canada, the Czech Republic, the USA and China, and agents or service partners in thirty other countries, Schat-Harding provides a global service and supply network. Brands now owned by Schat-Harding include Watercraft, Viking Marine, Waterman, Fiskars, Davit-Company, MASECO, Watercraft America, William Mills Marine, Schat, Harding, Mulder & Rijke and the Beiyang Boatbuilding Co. www.schat-harding.com

For more information:

David Torres
VP Sales
+47 902 82 987
USH Service
david.torres@schat-harding.com

Jennifer Manning
Marketing Manager
USH Service
+47 45 86 74 47
jennifer.manning@schat-harding.com

Wikborg Rein recruits LNG specialist as new partner for London office

noreply@blogger.com (Merlin Corporate Communications) — Mon, 23 Jan 2012 13:24:00 +0000

LEADING international law firm Wikborg Rein has recruited Joe McGladdery as a partner in its London office. McGladdery joins from Qatar Gas Transport Company Limited (Nakilat) where he acted as the company's General Counsel and as a board member for a number of its subsidiary companies and joint ventures. He was responsible for developing Nakilat’s legal and insurance department and formed part of the senior management team which oversaw the expansion of the company into the world’s leading operator of LNG ships.

Before joining Nakilat, McGladdery worked as a shipbroker for H Clarkson & Co in London and Hong Kong before practising law at Simmons & Simmons and thereafter at Curtis Davis Garrard. He specialises in non-contentious shipping matters, and companies which he has successfully represented include Kuwait Oil Tanker Company, Novorossiysk Shipping Company, Marathon Oil, and Sovcomflot.

McGladdery says he relishes the opportunity to develop his practice as a shipping projects lawyer, with particular emphasis on the LNG market, where he foresees an expansion in seaborne trade. He says, “I hope that my practical shipping industry experience will be of great value to the firm’s clients.”

Finn Bjornstad, who was recently appointed senior partner of Wikborg Rein’s London office, says, “We are delighted to have recruited a person of Joe’s experience, reputation and ability. He will form an important part of the team we are continuing to develop in London offering global English law capability in the maritime sector. Joe’s experience as a shipbroker and as part of the management team of a leading ship owner and operator will greatly supplement the knowledge base within the firm.”

Wikborg Rein is a pre-eminent law firm in the shipping and offshore sector, and a major player on the international scene. Services to the maritime industry include ship, project and lease finance, corporate, contract negotiation, offshore and construction projects, sale and purchase, ship registration, insurance, casualty response, carriage of goods, ship arrest and international dispute resolution. More information on the firm and its partners can be found at www.wr.no

Bureau Veritas approves LNG-powered Ultra-Large Containership

noreply@blogger.com (Merlin Corporate Communications) — Thu, 19 Jan 2012 09:09:00 +0000

Leading international classification society Bureau Veritas has given approval in principle for the basic design of a 14,000 teu containership to be powered by LNG. The design was developed in a joint industry project between Korea’s Daewoo Shipbuilding & Marine Engineering, liner major CMA-CGM and Bureau Veritas.

Says Jean-Francois Segretain, deputy technical director, Bureau Veritas, “The market will determine when these ships can be ordered and built, but this is a real milestone as for the first time we have a fully worked and approved design for a main line ultra-large containership running on LNG. After an in depth HAZID analysis we can say with confidence that there are no technical or safety barriers to introducing LNG as a fuel for long-haul large containerships. Major operational savings are deliverable, combined with very much lower air emissions. And the key feature of this design is that the vessel can also run on HFO if required, increasing flexibility in the period before LNG bunkering is widely available.”

The 14,000 teu vessel will be powered by an ME-GI (MAN Electronic – Gas Injection) 2-stroke dual fuel engine made by MAN Diesel. This delivers the highest efficiency among existing propulsion systems and works by simultaneous dual burning of HFO and LNG. In minimum fuel and maximum gas mode around 10 per cent of the fuel is oil, providing overall CO2 emission reductions in the order of 23 per cent and SOX reductions of 92 per cent.

The basic design is for a 365.5 m loa vessel with a design draft of 14 m and a design speed of 24 knots. In the dual fuel configuration a 22,490 cu m LNG prismatic tank would be installed under the forward accommodation, and there would be a bunker tank for heavy fuel oil aft of 4,430 cu m capacity. The LNG tank would be a Daewoo patent ACT-IB Aluminium Cargo Tank – IMO type B independent LNG tank with PUF(Poly-Urethane Foam) panel type insulation.

The main engine would be rated at MCR 72,285 kW and the vessel would have a range of 25,000 miles if fully bunkered.

Explains Segretain. “Compared to the same ship with a conventional fuel power plant there will be extra capital cost for the engine and for the LNG tank and gas handling system, and there is a loss of cargo space equivalent to 438 teu to make room for the gas tank and equipment. But the extra capital cost and the loss of earnings on a theoretical full ship are more than offset by the fuel economies and lower emissions of this design.”

For a graphic of the design e mail john@merlinco.com or download from http://bit.ly/pYqIVs

Bureau Veritas is a world leader in conformity assessment and certification services. Created in 1828, the Group has close to 50,000 employees in 930 offices and 330 laboratories located in 140 countries. Bureau Veritas helps its clients to improve their performances by offering services and innovative solutions in order to ensure that their assets, products, infrastructure and processes meet standards and regulations in terms of quality, health and safety, environmental protection and social responsibility.

www.bureauveritas.com for corporate information www.veristar.com for marine information

For more information:
Jean-Francois Segretain
Bureau Veritas
+33 (1) 55 24 72 00
jean-francois.segretain@bureauveritas.com

Philippe Boisson
Bureau Veritas
+33 1 55 24 71 98
philippe.boisson@bureauveritas.com

Shipping faces serious challenges as it takes the long-term view

noreply@blogger.com (Merlin Corporate Communications) — Thu, 12 Jan 2012 16:13:00 +0000

SHIPPING is going to need a great deal of resilience to meet the challenges of the next twelve months, according to international accountant and shipping adviser, Moore Stephens. But, for those who can secure funding, there have been few better times to invest.

Julian Wilkinson, head of the Moore Stephens Shipping Industry Group, says, “More than ever, shipping will be an industry for long-term players. Operating costs increased in 2011, while the global economic climate deteriorated at a rate outpaced only by the growth of sovereign debt in some eurozone countries.

“The markets are languishing, and are likely to fall further. We have seen how, for the first time in a long while, some of the big tanker-owning companies have come under financial pressure. More owners and operators are likely to seek to renegotiate agreements with their financiers or with the yards building their ships, or both. And we can expect finance costs to increase, along with operating costs. Overtonnaging, meanwhile, remains the spectre at the feast, were there a feast to enjoy.

“We may see government intervention in 2012 to rescue ailing yards, at least on the part of those governments still in a position, financially, to intervene.
‘Impairment’ is likely to become a more familiar term in shipping circles, along with ‘Chapter 11’. The hand of government will also be evident in the tax affairs of the shipping industry. The UK has promised to consult on tonnage tax, which could restore permanently some of the benefits lost in the 2009 reinterpretation of the rules. And the EC should commence its review of tonnage tax regimes in EU countries.

“Meanwhile, demand for seaborne trade continues. Even if there is not enough work for all the new ships, we are seeing the emergence of a younger, more environmentally friendly fleet. There is also evidence of some rationalisation of competition which should feed through to better rates.

“Shipping’s glass is still, remarkably, more half-full than half-empty. Many owners, managers and charterers are reasonably confident of making a major new investment or development in 2012. And the underlying global nature of shipping continues to work in its favour. Given the choice between a domestic retail business in Kolonaki and a shipping business on Akti Miaouli, most would opt for the latter.

“Shipping may not turn the corner in 2012. Nobody yet knows where the corner is. Wider political and economic developments, as always, will play a part. It is said that there is nothing so admirable in politics as a short memory. In shipping, those who can remember the past and have a plan for the future will be the ones who fare best.”

Moore Stephens LLP is noted for a number of industry specialisations and is widely acknowledged as a leading shipping and insurance adviser. Moore Stephens LLP is a member firm of Moore Stephens International Limited, one of the world's leading accounting and consulting associations, with 638 offices of independent member firms in 97 countries, employing 20,588 people and generating revenues in 2010 of $2,151 billion. www.moorestephens.co.uk

For more information:
Julian Wilkinson, Moore Stephens LLP
Tel: +44 (0)20 7334 9191
email: Julian.wilkinson@moorestephens.com

Actively confusing

noreply@blogger.com (Merlin Corporate Communications) — Tue, 10 Jan 2012 15:31:00 +0000

Cricket is a simple game. So, too, is football. Yet neither sport can resist tinkering with its rules.

In cricket, most of the rule-tinkering has been for the good. Anybody with half a brain, or less, can understand why a batsman should not be given out LBW to a ball pitching outside leg stump. Can’t they? Yet everybody makes a fuss about how complicated cricket is, producing tea-towels printed with supposedly humorous renderings of the laws of the game. In our house, all the tea-towels have pictures of New Zealand, or different varieties of acorn, on them.

In football, it is the offside rule which is supposed to be complicated. It isn’t. Yet the authorities saw fit to meddle with it in 1995, introducing some nonsense about players being non-active. As Danny Blanchflower didn’t say, “If you are not active, you have no business being on the pitch”.

The rule is nevertheless still very easy to understand. So why has the Royal Mint just produced a new 50-pence coin (to commemorate the 2012 Olympic Games in London) which carries on its flip-side a pictorial explanation of the offside rule? (No answer required).

This was supposedly done because so many people – mostly women - are confused by the offside rule. This is an insult to women. It is also disingenuous. The people who don’t understand the offside rule are, more or less, the same people who don’t understand the LBW rule, and for the same reason. They do not care enough about cricket or football to take it in. I myself have never bothered to try and understand the rules about gross tonnage, for example.

Just to put the tin lid on it, the offside law described on the new 50p coin is wrong. This will help perpetuate the myth that women cannot understand the offside law. Why doesn’t somebody mint a coin which helps us to understand something useful, such as women?

chris@merlinco.com

Bureau Veritas completes first Energy Management Systems audit for Northern Marine Management

noreply@blogger.com (Merlin Corporate Communications) — Wed, 21 Dec 2011 10:24:00 +0000

Leading international classification society Bureau Veritas has completed the first certification audit of any shipping company in the world to the new standard ISO 50001- 2011 - Energy Management Systems.

Stena’s ship management division, Northern Marine Management Ltd including Northern Marine Management (USA) LLC, has achieved certification to BS ISO 50001, which ensures systematic monitoring and control of energy usage, helping to optimise efficiency, reduce fuel consumption, reduce the company’s environmental footprint and provide a cost saving for the vessels owners.

Only four other organisations in the UK have this certification, one being the Royal Mint, and no other shipping company has yet achieved this.

Northern Marine Management technically manages fifty-seven vessels, including the Stena tanker and gas carrier fleet as well as vessels for various other blue chip ship owners.

Says Philip Fullerton, Technical Director, Northern Marine Management, “Achieving this new and high standard for energy management across the whole company is a key step for us in demonstrating that shipping is at the forefront of environmental responsibility.”
BS ISO 50001 Energy Management Systems is intended to assist organizations in making better use of their existing energy consuming assets, create transparency and facilitate communication on the management of energy resources and promote energy management best practices and reinforce good energy management behaviours.

ISO 50001 accreditation demonstrates Northern Marine’s commitment to energy management and conservation. Northern Marine implemented its first Shipboard Energy Management Plans on board its Stena AB vessels during 2005. Last year an environmental and energy efficiency rating scheme was implemented on five of the company’s ro-ro vessels. That meant the monitoring and measurement processes were largely in place for the new fleet and company-wide standard. These were codified and documented with clear statements of intent in the form of the Company’s two new policies: the “Safety, Environmental, Energy & Quality Policy” and the “Energy management and Efficiency Policy”.

Says Claude Maillot, ships in service director, Bureau Veritas, “This is an important step for Northern Marine and for shipping as a whole. It shows how shipping can be a leader in responsible energy use. And it demonstrates the strength and range of Bureau Veritas’ range of environmental services, as we were able to combine energy use assessment ashore and at sea into this one new and high standard.”

Bureau Veritas is a world leader in conformity assessment and certification services. Created in 1828, the Group has close to 50,000 employees in 930 offices and 330 laboratories located in 140 countries. Bureau Veritas helps its clients to improve their performances by offering services and innovative solutions in order to ensure that their assets, products, infrastructure and processes meet standards and regulations in terms of quality, health and safety, environmental protection and social responsibility.

www.bureauveritas.com for corporate information www.veristar.com for marine information

For more information:
Claude Maillot
Bureau Veritas
+33 (1) 55 24 72 21
claude.maillot@bureauveritas.com

Nothing succeeds like excess

noreply@blogger.com (Merlin Corporate Communications) — Tue, 20 Dec 2011 11:57:00 +0000

Ever wondered what the difference is between an excess and a deductible under your insurance policy? Me neither. But the insurance team at Moore Stephens can tell you, anyway.

In its latest Insured Interest newsletter Moore Stephens explains that a deductible is the American way of describing what the rest of the world calls an excess. American underwriters start with a total sum insured. Then they deduct the deductible, leaving you with the amount you are allowed to claim. In the rest of the world, however, you start with nothing. Then you stipulate an excess. Anything over and above the excess can be claimed for under the policy, up to the insured value. Any excess will do, although gluttony is particularly unattractive.

The deductible and the excess may sound like the same thing, but they are. In both cases, they are an alternative to putting up rates. But there the similarities begin.

If you insure your house for £1m and there is a £1m excess under the policy, you will start with nothing and end with nothing. If you are American, however, you start with £1m and end up with nothing, plus you lose your house. This is bad luck, and means that you will have to live the rest of your life as a tramp.

In England a tramp is a king of the road, while in America it is a lady of the night. In both cases you start out with something and end up with nothing. This is invariably the result of the worst kind of excess.

Don’t go to card games with barons and earls.

www.moorestephens.co.uk

Handysize explained

noreply@blogger.com (Merlin Corporate Communications) — Mon, 19 Dec 2011 15:23:00 +0000

Although there is no official definition in terms of exact tonnage, the term ‘handysize’ most usually refers to a dry bulk vessel (or, less commonly, to a product tanker) with a deadweight of about 15,000 - 35,000 tons.

But the shipping team at Moore Stephens has come up with a much more plausible definition of the term in in its latest newsletter. It explains that the evolution of the handysize is closely related to the development of the railways. It is not named after W C Handy, who got so fed up waiting for a train at Tutwiler in the Mississippi Delta in 1903 that he wrote St Louis Blues instead. Neither does it have anything to do with The Handy Shipping Guide. This was published every Saturday for 101 years starting in April 1887 and included details of shipping movements under such headings as Homeward Bound and Long Overdue. Homeward Bound was written by Paul Simon while he was waiting for a train at Widnes station, which today houses a shop and Debbie’s Beauty. There are still no toilets.

Handysize ships are so named because they are handy. They can get into small ports. They can get into big ports. They have their own cranes. Variations include the handymax bulker, which is bigger, the super handymax, which is too big for its boots, and the mega handymax, which is the next big thing.

Mark Twain said that many a small thing has been made big by the right kind of advertising. But handysize ships didn’t get where they are today by being big. Handysize is the new black. You can stop, offload your cargo in a small port, stop again, and then move on to the next job.

Every stop is neatly planned for a poet and a one-man band.

www.moorestephens.co.uk

Shipping confidence picks up despite eurozone fears

noreply@blogger.com (Merlin Corporate Communications) — Sun, 18 Dec 2011 09:59:00 +0000

Overall confidence levels and the likelihood of major new investments in the shipping industry in the next 12 months picked up marginally in the quarter ended November 2011, according to the latest Shipping Confidence Survey from leading accountant and shipping adviser Moore Stephens. This was tempered by an expectation of a rise in finance costs. Respondents also continued to exhibit a high level of concern about the negative impact of overtonnaging on the market amid continuing fears about the global economic climate, and the eurozone crisis in particular.

In November 2011, the average confidence level was 5.4 on a scale of 1 (low) to 10 (high), up on the 5.3 recorded in August 2011. But, together with the February 2009 figure, it remains the second lowest confidence rating since the survey was launched in May 2008 with a rating of 6.8. Confidence among owners was up from 5.1 to 5.3, but down on the part of charterers, from 5.0 to 4.9. There was a small increase in confidence in the broking sector, from 5.1 to 5.2. Confidence was highest among managers, unchanged at 5.6. Europe, up from 5.0 to 5.1, was the least confident region. In May 2008, European confidence stood at a high of 6.6, and as recently as August 2010 was running at 6.1. Confidence in Asia rose from 5.7 to 5.8 and in North America from 5.1 to 5.8.

The eurozone crisis featured prominently in comments from respondents. “Above everything,” said one, “it is the European financial crisis which will decide how things turn out for shipping in general and for shipowners in particular.” Another remarked: “Volatility remains high, with prospects for a solution to the European debt crisis a long way away. A comparison with the Lehman Brothers collapse does not seem that far-fetched at the moment.” Lehman was also on the mind of another respondent who noted: “What is still unknown is how the eurozone crisis will unfold and what sort of knock-on impact this will have, not only on global demand but also on the availability of finance for trade and asset acquisition. When this is coupled with the increasingly strident demands from governments and regulators for banks to build up more and more capital to avoid further state bail-outs, what you have is a toxic financial brew that makes 2008/9 and the collapse of Lehman Brothers look like a vicar's tea party. These are deeply uncertain times.”

State intervention was also foreseen by another respondent who noted: “The supply overhang in almost all sectors remains a serious challenge despite slippage and cancellations. Cancelled newbuildings will still be built, especially in China, where they will simply be owned by state-supported yards and operators and will therefore continue to add to the level of over-supply. Ship finance will be available to only a few, financially strong companies.”

One respondent said: “The US and Europe need to take some drastic recovery measures sooner rather than later.” Another observed: “The tonnage oversupply situation, plus the eurozone crisis and a depressed world economy, equals misery.”

A number of respondents took a pessimistic view of how long it might take for shipping to turn the corner: “It is now more likely than ever that shipping will remain depressed for the next three years, with only marginal improvements thereafter over the next five years.” Admitting that some of its ships were only breaking even while others were operating at a loss, leading to vessel sales and redundancies, one respondent said: “We do not expect the market to recover for at least another three or four years.”

The threat posed by overtonnaging was very much on the minds of respondents. “After 30 years in shipping, I believe the summer of 2012 will be the worst I have experienced,” said one respondent. “The oversupply of tonnage bought at inflated prices, combined with turmoil in north European manufacturing, will mean that shipping companies, brokers and owners not involved in the transport of food products are going to be the hardest hit.” Another emphasised “more discipline and restraint is called for” while other comments included “owners should re-enter negotiations to further delay deliveries” and “the market is doomed.”

Despite these gloomy predictions, respondents overall were more optimistic of making a major investment or significant development over the next 12 months. On a scale of 1 to 10, the likelihood of such a development rose to 5.2 from 5.1 in the last survey. Owners (up from 5.3 to 5.5), managers (5.2 to 5.4) and charterers (5.7 to 5.8) were all more confident than last time. When the survey was launched in May 2008, the likelihood of major investments was rated at 5.9 overall.

Charterers are the only category whose expectations are higher now than they were in May 2008. Over the life of the survey, charterers have moved from being significantly less likely than owners and managers to make a major investment, to being the most likely of these three categories. One respondent noted: “By next year, it is hoped that there will be a significant increase of confidence in the shipping industry as various players get set to make big investments.”

Demand trends, competition and finance costs continued to dominate the top three factors cited by respondents overall as those likely to influence performance most significantly over the coming twelve months. 24% of respondents (up from 22% last time) cited demand trends as the most significant performance-affecting factor, with 17% opting for competition (unchanged from last time) and for finance costs (up from 16% last time).

For owners, demand trends continued to dominate, with an increase from 24% to 26%, ahead of finance costs and tonnage supply. Operating costs (up from 15% to 18%) emerged as the number one performance-influencing factor for managers, followed by competition and demand trends, both unchanged at 17%. For charterers, meanwhile, fuel costs moved into the number one spot, with a ten percentage point increase on last time, from 16% to 26%. Demand trends (up from 23% to 24%) and competition (down from 18% to 15%) made up the remainder of charterers’ top three.

Geographically, demand trends remained the most significant factor for respondents in Asia and Europe (18% and 26%, respectively). In Europe, finance costs (up from 16% to 19%) assumed increased importance compared with last time, moving into second place. Competition, meanwhile, was less significant this time for European respondents (in third place, down from 19% to 16%). Conversely, it assumed increasing importance (up from 19% to 26%) in North America, where tonnage supply also moved into the top three at the expense of finance costs.

Having fallen significantly in the last survey, there was a five percentage point increase this time (from 52% to 57%) in overall expectations of an increase in finance costs. Owners (up from 53% to 57%) and managers (up four percentage points to 56%) joined in thinking that finance costs would rise. But charterers (down from 48% to 46%) thought differently. Moreover, the number of charterers expecting finance costs to fall was down to its lowest figure since May 2010. There was an increase this time in the numbers of respondents in both Asia and Europe who thought finance costs would rise (up from 50% to 54%, and from 53% to 61%, respectively). The same was true of North America, where the increase was from 40% to 47%. One respondent noted: “Shipping cycles are nothing new, but there has never been a cycle which coincides with an acute liquidity crisis in the banking sector that will not be resolved in the short (two-to-three year) term.”

So far as expectations of rate increases in the markets were concerned, it was a case of down, down, down in all three main tonnage categories from owners and managers in all geographic areas covered by the survey. In the tanker sector, the number of respondents expecting rates to increase over the coming year was down from 34% to 30%. But while the numbers of owners and managers expecting increases were down (from 30% to 28% and from 36% to 33%, respectively), there was a 19 percentage point increase (from 21% to 40%) in the number of charterers who thought rates would go up. There was also a corresponding 19 percentage point fall (from 26% to 7%) in the number of charterers expecting tanker rates to fall over the next 12 months. Not for the first time, the chartering sector seems to know something which other parts of the market do not. One respondent emphasised: “The oversupply of crude tankers will be prolonged due to national governments intervening to prop up domestic owners and shipyards.”

It was the same story in the dry bulk sector where, for the first time in three years, the number of respondents overall predicting a decline in rates over the next 12 months exceeded the total of those who thought they would increase. The number expecting rates to increase was down this time from 27% to 23%, a new all-time low in the life of the survey. The number of owners who thought rates would go up also hit an all-time low (down from 22% to 20%), while for managers (down from 34% to 31%) it was the second-lowest figure ever recorded, just one percentage point up on the 30% for November 2010. Again, though, charterers bucked the trend, with 33% expecting dry bulk to rise over the next 12 months, compared to just 8% last time. In August 2011, 42% of charterers thought that rates would come down; this time, just 29% were of that view. One respondent admitted to “massive fears” about the dry bulk sector, noting: “Unless there are some major building contracts scheduled for next year, the bottom will fall out of the market.”

For the first time since February 2009, the number of respondents overall expecting a decline in container ship rates was higher than the number anticipating rate increases. Overall, just 23% of respondents (compared to 28% last time) expected rates to go up, the second-lowest figure since the survey began, behind only the 20% recorded in October 2008. Meanwhile, 31% thought that rates would go down, the highest figure since the 36% recorded in February 2009. The number of charterers expecting rates to increase fell from 30% in August this year to just 13% this time, while the figures for owners and managers were also down, from 25% to 23%, and from 31% to 23%, respectively.

Moore Stephens shipping partner, Richard Greiner, says: “It says a great deal for the resilience of the shipping industry that, despite the problems facing the sector, and notwithstanding the acute difficulties bedevilling the world economy, our survey showed a small increase in confidence. Like a boxer who refuses to lie down, shipping is fighting to ride the punches and to bounce back off the ropes. There was even an increased expectation that respondents would be making a major investment over the coming 12 months. This is encouraging, and supports the belief that now is a good time to buy for those who have access to funding.

“Nevertheless, it is undeniable that shipping is struggling on a number of fronts. Seldom, if ever, can classic problems within the industry have coincided with such a severe economic downturn and acute debt crisis. Overtonnaging is the issue dominating responses to our survey and, even when other concerns are raised, overtonnaging is still the ‘elephant in the room’. It will doubtless remain so for some time, but the situation could be eased in the shorter-term by sensible renegotiation and resourceful financing.

“Meanwhile, operating costs are set to rise, with a recent Moore Stephens survey predicting a 3.7% increase in 2012. Shipping is an expensive business in which to operate, and the returns currently available through the freight markets are generally not sufficient to offset operating costs and leave any prospect of a return on investment.

“These are challenging times. The shipping industry which emerges intact from the current downturn will be stronger than the one which entered it. The loss of some good, well-run companies is the sad but inevitable result of the singular economic conditions currently prevailing throughout the world. But the loss of short-termist, inadequately funded companies will leave the industry in much better shape than it was before the indicators started to point in the wrong direction."

The Moore Stephens Shipping Confidence Survey includes responses from key players worldwide in the international shipping industry to a targeted, web-based survey by the Moore Stephens Shipping Industry Group. Responses were received from owners, charterers, brokers, advisers, managers and others.

Moore Stephens LLP is noted for a number of industry specialisations and is widely acknowledged as a leading shipping and insurance adviser. Moore Stephens LLP is a member firm of Moore Stephens International Limited, one of the world's leading accounting and consulting associations, with 638 offices of independent member firms in 97 countries, employing 20,588 people and generating revenues in 2010 of $2,151 billion. www.moorestephens.co.uk

For more information:
Richard Greiner,
Moore Stephens LLP
Tel: +44 (0)20 7334 9191
email: richard.greiner@moorestephens.com

Good and bad news on UK non-doms and residence

noreply@blogger.com (Merlin Corporate Communications) — Tue, 06 Dec 2011 16:53:00 +0000

DRAFT legislation for the 2012 UK Finance Bill, published on December 6, 2011, contains both good and bad news for non-UK domiciled taxpayers (non-doms) and also leaves some uncertainties.

“One major disappointment is the fact that the proposed statutory definition of residence is to be deferred until 2013, pending further consultation,” says Gill Smith, Head of Private Client Services at Moore Stephens LLP. “The present rules are not to be found in legislation but are based on cases decided by the courts, in some cases many years ago. Some taxpayers are in limbo because it is virtually impossible to determine their residence status with certainty, and it is disappointing that they will have to wait another year for the position to be resolved. Nevertheless, it is better to wait a year and emerge with workable rules than for the government to rush into making changes before it has got to grips with all the issues.”

For non-doms, the changes are as expected. One element of the package is being deferred until 2013, but this is a measure dealing specifically with individuals who are resident but not ordinarily resident in the UK, and who carry out duties in the UK and overseas under a single contract of employment. It will not affect most non-doms.

Gill Smith says, “It is disappointing, but not unexpected, that the government is sticking to its plan to increase to £50,000 the annual fixed charge for non-doms who want to use the remittance basis, for individuals who have been UK-resident in twelve out of the previous fourteen years. The relief from tax for amounts remitted to the UK for commercial business investment is very welcome, but many of the practical problems that were identified in the course of the consultation still remain. In addition, it is disappointing that investments in listed shares are excluded.”

There is one significant administrative simplification. “The capital gains tax exemption for gains and losses on withdrawals from bank accounts denominated in foreign currency is very welcome,” says Smith. “This applies to all individual taxpayers (and trustees), not just non-doms, but it will be particularly valuable in simplifying calculations for non-doms taxed on the arising basis, where the time spent in making calculations is often out of all proportion to the resultant gains.”

Moore Stephens LLP is noted for a number of industry specialisations and is widely acknowledged as a leading shipping and insurance adviser. Moore Stephens LLP is a member firm of Moore Stephens International Limited, one of the world's leading accounting and consulting associations, with 638 offices of independent member firms in 97 countries, employing 20,588 people and generating revenues in 2010 of $2.151 billion. www.moorestephens.com

ITIC negotiates settlement for naval architect in hull cracking dispute

noreply@blogger.com (Merlin Corporate Communications) — Thu, 01 Dec 2011 16:09:00 +0000

International Transport Intermediaries Club (ITIC) has highlighted the level of exposure to liability which naval architects can face, especially in today’s financially troubled shipping industry.

In the latest edition of its newsletter, The Wire, ITIC cites the case of a firm of naval architects instructed to design a vessel to be used for a new ferry service. When the vessel was completed, the owners alleged that it suffered from structural inadequacies, which included continued cracking of the hull. As a result, they claimed, it could not perform in certain weather conditions as they had requested it should do, even following repeated repairs.

At one point, the local maritime authority had to reduce the number of passengers which the vessel could safely carry. Eventually, the ferry service was completely suspended and the owners started legal action against the naval architects in the sum of $600,000. This covered the cost of repairs, loss of use, loss of profits and diminution of value of the vessel. Expert evidence was obtained on behalf of the naval architects, but it was not particularly helpful to the defence.

It became apparent that the owners were suffering from financial difficulties, in part due to the fact that the ferry service could not run. On this basis, ITIC instructed lawyers to make an application for security - to cover the defence costs incurred in the event that the owners became bankrupt - in the sum of £75,000. Legal costs and expert witness fees had already exceeded £40,000 and were estimated to go above £100,000 if the matter progressed to a full trial.

The application for security was granted in ITIC’s favour, but only in the sum of £25,000, as the judge had some sympathy with the claimants’ argument that they were in dire financial straits, allegedly as a result of the mistake made by the naval architect. Despite pleading poverty, however, the owners did manage to obtain the funds and pay them into court.

The naval architects were left in an awkward situation whereby, if the matter progressed to full trial, even if they were successful in defending the claim in its entirety (which was very unlikely in light of the expert evidence received) the costs alone could have been in excess of £100,000, and there was only £25,000 security.

The judge suggested that the parties would benefit if they could reach agreement between themselves, which ultimately resulted in a negotiated settlement whereby the original claim of $600,000 plus costs was settled for $30,000, plus costs of a further $100,000.

Elsewhere in The Wire, ITIC discusses, among other things, what naval architects can do to limit their potential exposure to liability and to substantial legal fees, and how they should respond to the new perils associated with acting as an expert witness. It also examines the defence of claims made against naval architects involving errors in transposing design specifications, and inadequate preparation of technical specifications.

ITIC is managed by Thomas Miller. More details about the club and the services it offers can be found on ITIC’s website at www.itic-insure.com

For more information:
Charlotte Kirk
ITIC
Tel. +44 (0)20 7338 0150
Fax. +44 (0)20 7338 0151
charlotte.kirk@thomasmiller.com

Heads up

noreply@blogger.com (Merlin Corporate Communications) — Wed, 30 Nov 2011 16:04:00 +0000

There is only so much health and safety nonsense that one sane person can take. Here is the latest.

Repeatedly heading a football can lead to brain damage, according to research led by the Albert Einstein College of Medicine in New York. The study found that repetitive heading may set off a cascade of responses that can lead to degeneration of brain cells. Apparently, people who head a ball 1,000 to 1,500 times per year are most at risk of ‘significant injury’.

The key words here are ‘may’ and ‘can’. Any research which uses such vague terminology is not worthy of being called research. Over the years, countless of millions of people have headed a football – some for a living, some for pleasure. Some people are naturally good in the air. I once played in a team where our centre-half, Manny, was so good that he used to head the ball 1,500 times in a match. He even used to take penalties with his head.

The English professional game has produced a number of great headers of a football. On one occasion, back in the 60s, I overheard some entertaining banter on the terraces at White Hart Lane about the merits of Tony Hateley, who had recently been signed for a large transfer fee by Liverpool. “Oh, he’s really good in the air, though,” said one Scouser, in defence of his new hero, who was being ridiculed by the home fans. “So was Douglas Bader,” came the reply from a Spurs fan, “but they didn’t pay £100,000 for him.”

When I was growing up, we played with a leather football which weighed a ton to start with and got progressively heavier as it picked up moisture during the game. When you headed the thing you were in danger of snapping your neck in half, and would invariably end up with an angry mark on your forehead resulting from contact with the lace which was used to tie the dead weight of pigs’ bladder together. Today’s footballers can’t possibly come to any harm heading the modern ball, which is a balloon by comparison.

This research is American, and should be viewed in light of what the average American academic knows about football. I have known thousands of people who have spent the best part of thirty years heading a football. Not one of them has suffered brain damage as a result. If God had meant us not to head footballs, he would not have given us Alan Gilzean.

chris@merlinco.com

Liberia re-elected to IMO Council

noreply@blogger.com (Merlin Corporate Communications) — Wed, 30 Nov 2011 14:31:00 +0000

LIBERIA has been re-elected to the Council of the International Maritime Organisation for 2012-2013, a distinction it last enjoyed in 1997. Liberia’s Commissioner for Maritime Affairs, Binyah Kesselly, says, “It is very gratifying to see Liberia returned to its rightful place at IMO. As a country, and as an integral part of the international shipping industry, Liberia has made enormous strides forward in recent years. It has also been a consistent and committed member of IMO, and a proactive supporter of initiatives to improve safety and seafarers’ welfare. It has earned the right to reclaim its place on the IMO Council.”

The Liberian-flag fleet currently comprises 3,750 ships aggregating more than 124m gross tons, easily making Liberia the second-largest ship registry in the world. It is also the fastest growing fleet, having more than doubled in size in the last ten years as the registry has pursued a policy of planned, controlled expansion involving quality shipowners and quality ships.

Liberia features on the White List of all Port State Control Memorandums of Understanding, worldwide. It is rated as a low-risk flag by the Paris MoU, and is included in the current US Coast Guard Qualship 21 programme.

Over the past six years, following the democratic election of Africa’s first female Head of State, Madame Ellen Johnson Sirleaf, Liberia has overcome many of the economic and political problems which have blighted its past. Under the Presidency of Madame Johnson Sirleaf, who this year was awarded the Nobel Peace prize, the country has achieved quantum leaps in terms of political stability, economic growth and prosperity. Reforms have been introduced to help reduce corruption, increase transparency, and strengthen the rule of law, thereby making Liberia an attractive option for foreign investment.

Liberia is White-Listed by the OECD following its signature of the requisite number of Tax Information Exchange Agreements, and was recognised by the World Bank as one of the ten most improved business performers in 2010.

The Liberian Registry is one of the world’s largest and most active shipping registers, with a long-established track record of combining the highest standards for vessels and crews with the highest standards of responsive service to owners. www.liscr.com

OSD to design low emission tug for Iskes

noreply@blogger.com (Merlin Corporate Communications) — Mon, 28 Nov 2011 16:04:00 +0000

Offshore Ship Designers has been contracted to develop the design of a low-emission diesel-electric harbour tug for IJmuiden-based Iskes Towage & Salvage.

The 32-metre loa tug will have a bollard pull of 70 tonnes and will be powered by three diesel gensets driving electric motors mounted over azimuthing propellers aft and a Voith in-line thruster forward. The Azistern 3270 tug is a further development of the low-emission Azistern series developed by OSD. It is expected to reduce emissions by 30 per cent compared to conventional, similar-sized harbour tugs now in service.

Michiel Wijsmuller, managing director of OSD, says, “The design and demand for this low-emission tug stems from our successful work developing the zero-emission Green Tug design. Iskes was one of the key partners in that project. We can see the market is not yet ready for fuel cell power for harbor tugs, but we can take from the development work other aspects of the design which minimise emissions. This vessel will have a very refined and efficient hull form and a sophisticated power management system which will ensure that the gensets work always at their best efficiency.”

Key points of the design brief are a relatively large deck crane to enable the tug to do maintenance work for wind farms at sea, electrical winches, low resistance and low-wash hull form and accommodation for seven crew.

Offshore Ship Designers Group (OSD) is a global one-stop resource delivering naval architecture and marine engineering skills to the shipping and offshore energy industries. It draws on an experienced global workforce to provide high quality feasibility studies, conceptual and detailed designs for tugs and offshore support vessels of all types. OSD is based in IJmuiden, The Netherlands, and has offices in Montrose, York, Appledore, Shanghai and Singapore. www.offshoreshipdesigners.com

For a PDF graphic of the Azistern 3270 concept: brusselers@offshoreshipdesigners.com

Or click this link to find downloadable photos:

http://http://bit/ly/pOZbFX

For more information:
Merijn Brusselers
Offshore Ship Designers
+31 (0)255 54 50 70
brusselers@offshoreshipdesigners.com

Acquisition strongly boosts RINA offshore and port development services

noreply@blogger.com (Merlin Corporate Communications) — Fri, 18 Nov 2011 09:44:00 +0000

By taking control of the D’Appolonia Group, a global engineering consultancy, international classification society RINA has increased its group turnover by almost 50 per cent and significantly strengthened its expertise and range of services in the offshore and port development fields.

Says Ugo Salerno, CEO, RINA, “By bringing the D’Appolonia Group’s 580 multidisciplinary staff and Euro87m turnover into RINA we have made a quantum jump in size and capability. We bring a lot of new skills and services into RINA, especially in the environmental fields, and we significantly strengthen our teams working on offshore energy and port development projects.”

In the offshore energy field D’Appolonia has key skills in site engineering, geophysical surveys and investigations, seismic hazard evaluation, coastal engineering, environmental impact assessment, HSE, layout and geotechnical engineering, training, commissioning and maintenance engineering. It has played key roles in recent on and offshore LNG projects including the Esso Highlands Papua New Guinea project, the Dunkerque LNG Terminal for Technint and several projects in Italy, Libya and Indonesia.

In the port development field D’Appolonia has developed feasibility studies and designs for the Russian ports of Sochi and Taman, Beira in Mozambique, Ain El Ghazalah in Libya, and in Italy Gaeta, Manfredonia and specific detailed engineering and supervision for ports such as Gioia Tauro and the Genoa Cruise terminal.

Salerno says, “D’Applonia’s expertise in construction, brownfield site recovery and materials handling especially complement our existing marine expertise. Together we can add a strong global dimension to RINA’s services, able to bring together marine and engineering knowledge with respect for the environment and deliver port and offshore projects safely and cleanly.”

www.dappolonia.it

RINA is one of the oldest classification societies and certification companies in the world. Established in Genoa in 1861 to serve the marine industry, today it spans the globe as a multinational and multi-faceted company, sharing its knowledge and experience through a wide range of services which help industries and the community to improve their businesses and quality of life. RINA’s services cover the environment, energy, transportation, logistics, safety, quality and social responsibility.

www.rina.org

For more information:
Claudia Filippone
Head of Media Relations RINA
+39 010 5385643
cfp@rina.org

Giulia Faravelli
Media Relations
+39 010 5385505
giulia.faravelli@rina.org

London Club says technology can cause costly distractions

noreply@blogger.com (Merlin Corporate Communications) — Thu, 17 Nov 2011 20:14:00 +0000

THE London P&I Club has warned that improvements in telecommunications technology on board ships can create unwelcome distractions, leading to casualties.

In its StopLoss Bulletin, the club notes that an alleged causative factor in a recent pollution incident involved the duty officer attempting to make a Skype call on his laptop during his watch. A VDR playback revealed that the officer of the watch (OOW) was listening to a news bulletin from his home country which was being streamed through a laptop computer. The officer appears to have missed a radar target and a VHF warning call while listening to the breaking news from home.

The club says, “Onboard communication has improved significantly over the last few years, with technological advances enabling crew to use mobile phones and laptops to stay in contact with family and friends ashore. However, the use of such equipment at inappropriate moments may distract crew from the navigation or operation of the ship.

“Another issue is the risk of being exposed to excessive information and simply being unable to process it all. Bridge equipment is increasingly sophisticated and it can provide the crew with access to extensive information regarding the relative positions of other ships. But, unless it is used in a focused manner, it can confuse, rather than clarify, and ultimately prove counter-productive.”

In another case cited by the club, the OOW decided to use the Automatic Radar Plotting Aid to track 99 different ships whilst transiting a congested anchorage and to overlay the radar image with Automatic Identification System data. With so much information being displayed, he failed to notice that one of the targets had both a minimal closest point of approach (CPA) and time to CPA and, ultimately, there was a collision.

The club says, “It is worth giving careful thought to how such equipment can best be used without risking information overload. An important principle of keeping a safe navigational watch is that the OOW ensures that an efficient look-out is maintained at all times and the Collision Regulations are complied with. It is therefore essential that any distractions from those duties are as far as possible minimised or eliminated.”

www.londonpandi.com

Sliding davits offer Arctic MOB and Fast Rescue Craft boat solutions

noreply@blogger.com (Merlin Corporate Communications) — Wed, 16 Nov 2011 14:03:00 +0000

Norway-based boat handling system and specialised davit supplier Vestdavit has developed a sliding davit solution which permits easy handling and maintenance of rescue craft in Artic conditions. Vestdavit’s PLR-3600 MOB/FRC davit is DNV and ABS approved for work in -40 degree C and can handle MOB boats and Fast Rescue Craft safely in Arctic conditions.

“As the Arctic opens up to shipping and oil exploration, there is more and more need for the specialised vessels which can operate in those conditions,” says Atle Kalve, development manager, Vestdavit. “We have already designed and supplied Arctic-capable davits for ice breaker operators, and now increasingly for US offshore firms operating in Alaska. But the weather in which vessels operating in the Artic regions want to maintain operations calls for new ways to store, launch and recover boats in extreme conditions of sea state and low temperatures. We are responding to the market needs with the sliding PLR-3600 davit. The alcove protection allows maintenance of the craft and davit protected from the weather and ensures it is ready when needed. The davit system slides aft clear of the alcove then launches the boat using our proven davit systems in an extreme winterised version.”

The PLR-3600 Arctic davit is built from specialised steel and all moving parts have special seals, all tested, approved and certified for operations to 40 degrees C below zero. The Hydraulic Power Unit and hydraulic system is special built for this type of operations, including use of special hydraulic fluid for Arctic operations. The davit has built-in shock absorbing and is wave compensated to allow ease of use in high seas. The whole unit is housed in a protected alcove or enclosed garage. Maintenance intervals are also lengthened to avoid the need for routine work on the davits while in very cold weather.

Vestdavit also designs and supplies Arctic-capable davits able to handle 30 tonne boats and can integrate these with the ship’s garage and stern launch boat handling systems for extreme conditions.

For a graphic of the Vestdavit arctic davits see attachments, go to http://bit.ly/roQ3Hu or e mail john@merlinco.com

Vestdavit designs, supplies and supports tailor-made solutions for launching and recovering boats in difficult conditions at sea. Its range of boat handling systems and davits are the first choice of navies, coastguards, seismic survey operators, pilot authorities and offshore operators who need to be able to operate small boats safely from larger vessels. Since 1975 Bergen-based Vestdavit has supplied over 1,800 davits and side and stern launch systems. They have proven themselves over more than 30 years use in the North Sea and other harsh environments around the world. Self-tensioning and shock absorbing systems ensure crew safety and widen the operational window for the users. Vestdavit’s key focus is on operational effectiveness, safety and the reliability of its equipment. http://www.vestdavit.no/

For more information:
Atle Kalve
Vestdavit
+ 47 45 21 97 31
atle.kalve@vestdavit.no

Schat-Harding develops Secondary Safety Systems for IMO-compliant hooks

noreply@blogger.com (Merlin Corporate Communications) — Fri, 11 Nov 2011 14:47:00 +0000

Leading lifeboat manufacturer and service provider Schat-Harding has completed all tests required by IMO to ensure that its SeaCure lifeboat release and retrieval systems (the new name for hooks) meet the new IMO guidelines for existing and new lifeboats. And reacting to industry requests Schat-Harding has also developed a Secondary Safety System (SSS) for the SeaCure hook. Although not required by IMO guidelines or SOLAS regulations, the SSS is recommended by many shipping industry groups,

Birger Grathen, CEO, Schat-Harding Service, says, “IMO has issued mandatory guidelines for lifeboat release and retrieval systems under MSC.1/Circ.1392. These are unusual because they are retrospective and require owners to test and in some cases replace existing equipment. Manufacturers have also had to apply rigid new tests to all their equipment. The rules apply to new boats from 1 July 2014, but there are also tests to be applied to existing hooks, and these will have to be upgraded at the first dry-dock after 1 July 2014 if they do not meet the set standards.

“However, IMO’s guidelines do not call for a Secondary Safety System. We are happy to announce that our SeaCure lifeboat release and retrieval systems meet or exceed all the IMO standards, have passed all relevant tests and are now available for shipowners to refit to existing conventional lifeboats. And we have worked with industry groups and our customers to develop a simple but safe optional Secondary Safety System for the SeaCure range. The hook and the SSS meet all industry needs, are approved by flag state and class, are available now, and are backed by our global service network, which is ready to advise owners, assess existing equipment and to fit the new equipment if required.”

All shipowners are obliged to arrange an evaluation of existing on-load hooks on their vessels. Hooks which don’t meet the new standards need to be replaced no later than the next scheduled dry-dock after the 1st July, 2014, and no later than the 1st July, 2019. If found to be compliant then an overhaul examination should be executed no later than the next scheduled dry-dock after the 1st July, 2014. The one-time follow-up overhaul examination by the manufacturer or authorised representative should be in accordance with MSC.1/Circ.1206Rev1.

Says Grathen, “The new IMO requirements are complex, and are unusual in that they are retrospective. But we are convinced they will make lifeboat release and retrieval systems safer to use, and we are committed to helping shipowners to improve safety at sea. We have been doing that since 1928, and we are right at the forefront of safety with this new equipment, but more than that, we are leading with our global network and our willingness to help owners. There are literally hundreds of types of lifeboat on-load hook system in service, there are thousands of lifeboats which need upgrading, and owners need help to understand and implement the rules. I urge them to ask us, we will help, we want to help, we want seafarers to feel confident that their lifeboats are safe.”

Over 100 shipowners have already re-hooked their lifeboats using Schat-Harding service engineers and hooks. Grathen says, “We have the trained and authorised engineers and we have the equipment, but we do urge owners to come forward as soon as possible to evaluate their equipment and needs. Firstly because that way it is safer for their crews, who get the new standards in place quicker, and secondly because they could face business interruption if they leave this until the last minute rush to comply by the due date. These SeaCure hooks can be retrofitted to most types of boat now in service, not just Schat-Harding boats, so we can offer all owners and seafarers the safety of the new IMO-compliant hooks and the security of an engineering team who can assess any hooks now in service and fit the new equipment safely and without service interruption.”

To download hi res photos of Schat-Harding SeaCure hooks and Birger Grathen click on: http://bit.ly/sg23wi
or e mail john@merlinco.com

• Schat-Harding is the world’s leading supplier of lifeboat and evacuation systems for the offshore, cruise and shipping industries. With factories and offices in Norway, the UK, the Netherlands, Germany, Italy, Panama, Singapore, Spain, Canada, the Czech Republic, the USA and China, and agents or service partners in thirty other countries, Schat-Harding provides a global service and supply network. Brands now owned by Schat-Harding include Watercraft, Viking Marine, Waterman, Fiskars, Davit-Company, MASECO, Watercraft America, William Mills Marine, Schat, Harding, Mulder & Rijke and the Beiyang Boatbuilding Co. www.schat-harding.com

For more information:

David Torres
VP Sales
USH Service
+47 902 82 987
david.torres@schat-harding.com

Jennifer Manning
Marketing Manager
USH Service
+47 45 86 74 47
jennifer.manning@schat-harding.com