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Contents

International Shipsuppliers & Services AssociationSecretariat

The Baltic ExchangeSt Mary Axe

London EC3A 8BHUnited Kingdom

Tel: +44 (0) 20 7626 6236Fax:+44 (0) 20 7626 6234

E-mail: [email protected]: www.shipsupply.org

Executive EditorRocky Rocksborough-Smith

ISSA Senior Executive Vice-PresidentTriton Marine Supply, Vancouver

Managing EditorSpencer Eade

International Shipsuppliers &Services Association

The SHIP Supplier Issue 54 2012

Foreword 9

Regional Focus 11

Signage 18

Tools & Equipment 24

Chemicals & Lubricants 27

Simsekler Company Profile 31

2012 COMPASS Meeting 32

Beers, Wines & Spirits 34

Diary Dates 43

Ropes & Cables 44

Shipboard Waste 49

ISSA and Ship Supply News 56

Market News 66

Play 71

After Hours 72

Although every effort has been made to ensure that the information contained in “The Ship Supplier” is correct, The International Shipsuppliers &Services Association/ Elaborate Communications, accepts no liability for any inaccuracies that may occur or their consequences. The opinionsexpressed in the publication are not necessarily those of the publishers. All rights reserved. No part of this publication may be reproduced, stored ina retrieval system or transmitted in any form or by any means without prior permission of The International Shipsuppliers & Services Association.

© International Shipsuppliers & Services Association 2012

Published on behalf of TheInternational Shipsuppliers &

Services Association by

www.elabor8.co.uk

Acorn Farm Business CentreCublington Road, WingBedfordshire LU7 0LB

United KingdomTel: +44 (0) 1296 682051Fax: +44 (0) 1296 682156

Publisher and Editor Sean MoloneyMedia Director Jean WinfieldDeputy Editor Helen JaureguiJournalist Samantha Giltrow

Advertising Sales Exec Sam TurgisAccounts Sarah Jones

Production & Design Mike Argles

The Ship Supplier is published by the InternationalShipsuppliers & Services Association and is entirely

devoted to reporting on the dynamic and diverse ShipSupplying industry.

The worldwide readership incluvdes all members and associate members of ISSA, chief purchasing officers, other

senior personnel with purchasing responsibility and mostmarine and trade related organisations.

18

49

44 34

2012 Issue 54 The SHIP Supplier 7

First of all, I would like to say thatplanning is well underway forthe 58th annual ISSA

Convention to be held in London next May.

The website is now live for peopleto get all the information they needalong with details on how to book, asearly booking is recommended.

Next year there will be a real buzzwithin the shipping industry inLondon and the UK in general as anew event, London Shipping Week(dates to be confimed), will aim tohighlight what the capital city can offeras a maritime centre.

It is bound to be a big draw for themaritime industry as a whole and webelieve Convention will also be a greatsuccess being held in the same year asthis exciting new event.

When we are talking to managersand owners they appreciate thebenchmark that comes with quality ofthe supplies they receive, so I think theISSA Quality Standard has beenaccepted in the industry. In particular,we have also received indication fromour own members that the cruise linersare now very much accepting thebenchmark – in fact, it is nowequalling the ISO (InternationalOrganization for Standardization). So,that is very good news.

The number of applications we seecoming in for the Quality Standard isvery high compared to previous yearsbecause members are often beingasked if they have it. The question outthere is ‘Can your company afford notto have the ISSA Quality Standard?’

Talking to the big players in theindustry, there doesn’t seem to be anyimprovement to the economicdownturn in the near future and wehave seen a number of high-profileliquidations and bankruptcies thatsignify that.

We, of course, are hoping therewill be a rise in freight rates, as theyare historically low at the moment,and we are looking for somebrightness at the end of the tunnel.

Everyone needs to be careful tomake sure they are getting paid – it isbecoming harder to get the money in– and we are forging ahead with theWatchdog initiative, as requested bymembers at the Open Forum inCádiz. I have arranged meetings forthe latter part of September when wewill try to formalise and structuralisethe project. It is hoped the Watchdogwill help to address the problemsglobally, to fulfil the long-term healthof the ship supply market.

Finally, I would like to make anappeal for more ISSA members andassociates to contact The Ship Supplier

with any news and interesting storiesthey may have.

Whether it is a report of yourcompany’s AGM, a new product or along-service award for an employee,we want to hear about it.

It is YOUR magazine, so pleasedo share your experiences andinteresting news with us and othermembers.

Jens OlsenISSA President

ForewordDear ISSA Members and Maritime Colleagues

You can keep up to date with thelatest news on the ISSA website atwww.shipsupply.org and send inyour comments and views to theISSA Secretariat either by phoneon +44 (0)20 7626 6236; Fax +44(0)20 7626 6234 or alternativelyemail [email protected]


All the shipping gurus will tell youthat in the short term, thereremains a trade imbalance with

too many ships chasing too manycargoes. Freight rates barely coveroperating costs and the entry ofnewbuild ships further worsen thesituation particularly in the dry bulkcarriers sector.

While this is a true macro statement,those of us who are fortunate to live andearn a living in the United Arab Emiratesare reaping the harvest of goodinfrastructure investment by thecommercially and business savvyLeadership and Government.

Khalifa Port, the new state of the artgateway to Abu Dhabi, opened on 1stSeptember, initially for container ships.Ports in Jebel Ali (Dubai), Ras AlKhaiman, Khor Fakkan (Sharjah) andFujairah add to the number of berthsavailable to deep sea vessels. Other portssuch as Moussafah, Hamriyah, DubaiCreek and other waterways in theEmirates of Sharjah, Ajman and UmmAl Qwain are home to a diverse range ofvessels and trade including offshore oilrigs and platforms; fishing boats; seismicand survey vessels; salvage, offshore andsupply tugs, small boats and leisure craft;not forgetting the traditional dhows.This is further complemented by repair

facilities including Dubai Dry Docks,Abu Dhabi Ship Yard, Dubai MaritimeCity and AHI, to name but a few. Navalmilitary ships complete the tally.

It is accurate to say UAE ports arebusy and bustling and we ship chandlersand suppliers are grateful for the businessthis brings our way. The very safeanchorage off Fujairah and KhorFakkan ports is attractive where shipsawait their next cargo and charter. It is aconvenient location to top up on stores,fresh water and bunkers; carry outrepairs, maintenance and surveyupgrades as well as crew changes.

Nearby Qatar is host for the FIFAWorld Cup in 2022 and it is building andconstructing massive infrastructure bothin preparation for the games as well asupdating and modernising the country asa whole. This goes much beyond a faceliftand the ports, as well as ashore industry,are busy and opening doors for morebusiness and commercial opportunity.

Bahrain, Kuwait and Saudi Arabiahave also updated their sea ports andairports as the Gulf CooperationCouncil (GCC) as a whole remains anattractive buyer and spender of goodsand services.

Ports in the GCC compete quitefavourably with the Far East, Europeanand US marine hub ports – localavailability and quality is good andlogistics and supply chain services are ona par with the best in the world.

With regard to ship owners andmanagers – most companies use a

combination of purchasers based in theoffice complemented by a localprocurement by shipboard managementteams. With freight rates and earningslow, buyers are looking for bargains.‘Reasonable’ quality and ‘Made inChina’ are not bad words any more.There is continuous pressure on thebuyer which results in order reduction tostay within the reduced expenditurebudget, buy only what is immediatelynecessary and cherry picking amongports on trade routes when this ispossible.

Signs of challenging times but I daresay a good challenge for us suppliers tomeet these demands and objectives. Wehave coped with these challenges bystaying true to the adage ‘the customer isalways right’ and our company motto:‘Committed to service’. �

By Peter Machado, Chief Operating Officer

of Eitzen Maritime Services and Managing

Director, Seven Seas

Group, based in Dubai.

United Arab Emirates

UAE, Middle East & Africa Regional Focus


Reaping the harvest of goodinfrastructure

While ship operators are stillcost-conscious and lookingto reduce operational

spending, ship suppliers in the UAE saythey are seeing some light at the end ofthe tunnel.

Operational budgets and the volumeof business have been a major concernfor members of the United ArabEmirates National Ship SuppliersAssociation, along with late payments,but President Saeed Malik said therewere signs of improvement.

“Market rumours are that theeconomy in the GCC (Gulf Cooperation

Council) countries will show positivesigns and the stock and real estate marketwill recover to some extent byDecember.”

Another issue which has beencausing concern is the increase ofpiracy attacks in the region whichimpacts on the ship supply market.

Dubai recently hosted its secondUAE Counter-Piracy Conference withrepresentatives of both the public andprivate sectors calling for support forSomalia to help it address theimmediate danger to shipping.

Co-convened by the UAE Ministryof Foreign Affairs and global marineterminal operator DP World under thetheme ‘A Regional Response toMaritime Piracy: Enhancing Public-Private Partnerships and StrengtheningGlobal Engagement’, the two-day

event was opened by His HighnessSheikh Abdullah Bin Sayed AlNahyan, UAE Minister of ForeignAffairs and His Excellency SultanAhmed Bin Sulayem, Chairman of DP World.

The conference Declarationexpressed backing for a UAE proposalto make the UN Trust Fund to SupportInitiatives of States to Counter Piracyoff the Coast of Somalia, affiliated tothe Contact Group on Piracy off theCoast of Somalia (CGPCS), a centralmanager for new funds donatedtowards the development of Somalia’smaritime security capacity.

Participants welcomed the UAE’sinitial pledge of $1million towards thisnew initiative within the Trust Fund, tobe developed at its November BoardMeeting. �


12 The SHIP Supplier Issue 54 2012

United Arab EmiratesSome market recovery by end of year

Saeed Malik, President, UnitedArab Emirates National ShipSuppliers Association

The January 25th Revolution inEgypt last year had a hugeimpact on the ship supply

market for vessels calling at the country’sports or passing through the Suez Canal,with many companies reporting a steadydecline in business.

However, according to Gamal MorsiHussein, ISSA member and owner ofSuez-headquartered Sea PrincessMarine Services, there are signs ofimprovement: “Business is on a slow, butsteady increase. I think this is due to thestabilisation of affairs in Egypt, increasedpolitical focus from the new governmenton the Suez Canal and its importance tothe Egyptian economy. Furthermore, thenumber of vessels passing the Suez

Canal, being one of the most importantfactors in our business here, has risenunexpectedly, again I believe due to thestabilisation of affairs.”

Mr Hussein said cruise shipcompanies had also announcedschedules for the winter peak season of2012/2013 calling at Egyptian portsagain, to levels seen before the revolution.

He said challenges facing Egyptiansuppliers included the price increase ofvegetables, fruit and dairy products dueto a lack of export regulations: “Sinceour business relies on daily deliveries anda short time to market, it is becomingincreasingly more difficult to have atransparent and homogenous pricingpolicy. We simply have to go by themarket price of the day.”

He said another, more serious issuewas the rise of non-licensed companies

that underbid the market and deliverpoor quality products and services. Therealso reports of black business operations.

Sea Princess Marine Services, whichboasts the ISSA Quality Standard, wasestablished eight years ago by GamalMorsi Hussein, who has 35 years’experience as former Managing Directorat International Shipping Enterprise.

The company covers all Egyptianports and its main source of revenue isfresh provisions, selling to cateringcompanies handling large cruise ships.Environmental care is also becoming oneof its top services, offering sludge andslops disposal, and there is also muchdemand for anti-piracy items.

Mr Hussein expects business tocontinue to grow over the next year dueto more stability being restored to the country. �

EgyptRecovering from the revolution



The number of people applyingto become members of ISSA has increased quite

significantly this year, according toKouame Aduo Luc, ISSA ExecutiveVice President and President of theIvory Coast Ship Suppliers’ Association.

“By the middle of this year, theAfrica membership segment haswitnessed a tremendous amount ofapplications to register as an ISSAAssociate Member or as an individual,”he said.

He also said some applications wereongoing for the ISSA Quality Standardwith the usual verification procedures

taking place with the help ofthe African representativesto check the authenticity ofapplicants.

It is believed the rise inmembership applications isa result of the first everAfrican ISSA Regional

Meetingwhich washeld inGhana lastSeptember.The eventwas designed

to boost membership in Africancountries and prospective and existingmembers were also able to learn moreabout a variety of topics includingtaxation, as well as boosting relationshipswith customs and port authorities in abid to gain more respect.

On the downside, Mr Aduo Luc saidthe global recession was still affectingmany sectors of the economy in Africa:“It is difficult to make any positivecomments about it. In North Africa andparts of West Africa - Guinea Bissau andthe hinterland country like Mali - theinterruption of governance does notdepict an encouraging picture of themarket situation.”

However, apart these troubledareas, gradual improvements arebeing seen elsewhere in the area ofoffshore activities and food andtechnical supplies with some of thecountries witnessing this includingIvory Coast, Ghana, Nigeria, Togo,Liberia, Sierra Leone and Senegal.

“This is despite unabated recessionin Western and European countriesdictating the pace for importedproducts which vessels require,” saidMr Aduo Luc.

He also said that on a recent visitto South Africa he saw ship suppliersthere were doing very well in the ports.

“I witnessed a high patronage ofchandling services in the ports of thiscountry and can be assured that fullycertified ISSA Members stand toachieve a maximum portion of thechandling market in the comingyears.” �

Ivory CoastIncrease in membership applications



Kouame Aduo Luc, ISSA Executive Vice President andPresident, Ivory Coast Ship Suppliers’ Association

Improvements in the ports aroundSouth Africa are having a knock-oneffect for the country’s ship

suppliers, according to Julian Munsamy,owner of SAI Duty Free, based inDurban.

The Port of Durban has seen majorexpansion work carried out with thewidening and deepening of the portentrance which means it can now allowsuper tankers to enter without problems.

“There are currently plenty ofvessels arriving,” said Mr Munsamy.“South African port operations andauthorities are equipped with a properinfrastructure and modern technologyto get the job done.

“All ship suppliers should be keptbusy with plenty of work in the monthsto follow - things can only get betterfrom here on,” he said.

However, he said the market,although busy, had become verycompetitive among suppliers:“Competition is getting very toughbecause it is a price-driven market.

“Personally, just like I am notprepared to compromise my excellentservices and reliability for anyone,neither am I prepared to run the riskof compromising my business ethicsor be like some suppliers who areprepared to lower their reputation justlike their pricing, by selling items atcost just to do the turnover or boosttheir ego for doing the sale.”

Mr Munsamy said suppliers werealso facing other market challengesincluding late payments.

“Ship suppliers are enjoying thebenefits of the vessels that pay cashbut are running a great risk for the

shipping lines who want extended orlong-term payments in this uncertaineconomic climate. Customer loyalty isdefinitely a thing of the past.

“I am in a position to carry mymajor customers with a credit facilitybut at the same time, to be in businessto make a fair profit to keep my doorsopen and the business alive.”

SAI Duty Free was established fiveyears ago and its core business isdistributing to the major ship suppliersof South Africa.

He said his biggest challenge at themoment was not being able to buypremium cigarettes directly from thepremium tobacco brand ownersbecause they have given exclusivity to asingle agent in the country.

He hoped the issue of legislationon plain packaging on cigarettes

South AfricaPort improvements boost business



which was unsuccessfully contested inAustralia recently would help with thisproblem as branding and packagingwould become a thing of the past.

“Currently, lots of crew membersare purchasing cheaper, value formoney cigarettes because they areaffordable. If this legislation comes tocountries like South Africa, I think the cheaper cigarettes are definitelygoing to enjoy the benefits of plainpackaging against the premiumbrands.”

How does Mr Munsamysee business developing overthe next 12 to 18 months?

“With the cruise linerseason starting in South Africasoon, things will definitely

become much busier. It is also going tobe a bumper season for containerisedcargo for the citrus terminals and vesselsbecause most fruit is now being exportedin reefer containers. There are alsoplenty of fishing trawlers arriving intoSouth Africa.”

The value of the South AfricanRand, being much weaker than the USDollar, was also helping, he said, withincoming and outgoing vessels stockingup with stores in South Africa to getmore value for money. �


Signage


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In a world of diverse cultures andsocieties, safety signs can beinterpreted in contrasting ways but

manufacturers and suppliers of theseessential products are embracing effortsto bring signage in-line with onecommon standard.

Whether you consider colours,symbols or text, it’s easy to see howdifferences in these important elementswhich make up signage could bemisinterpreted in an emergencysituation, particularly if the viewer isfrom a region where quite differentsignage is used. Colours are a simpleexample as in much of Europe, whitesymbols or text on a green background isrepresentative of some kind of saferefuge or help point, such as anemergency exit or first aid box, whereasin the US, emergency exits arerecognised through red text on a whitebackground.

Over a number of years, theInternational Organization forStandardisation (ISO) has beendeveloping its International StandardISO 3864, which refers to the design ofsafety signage, and has also compiled acatalogue of safety signs (ISO7010:2011), which is a growing list ofgraphical symbols for safety signagewhich gives manufacturers aninternationally agreed standard fromwhich to refer when producing safetysignage.

Stephan Lambrecht, GeneralManager Project Services at Marahrens,a Maritime Sign Solutions companybased in Germany, emphasised thatalthough changes to signage will requireinvestment from owners, the industryand indeed, society in general, is movingtowards a “language-free” system forsignage: “Signage may seem like a simpleissue but in fact it can be quite complex.In the maritime industry there was no

worldwide standard but now we havethe new ISO 7010 standard for

safety signs in the maritimeindustry. The most important

element is the second part ofthe new Standard, where

new symbols forsignage have been

agreed and this will completelyextinguish the use of many othersymbols.”

Though Mr Lambrecht said thatchanges to signage will mean a lot ofwork for the industry and for signageproduction companies, he said that apriority for industry is to get these newsigns onboard new ships, whereas it islikely older vessels will retain older signsuntil these ships fall out of use.

He also noted the importance ofunderstanding that currently, colour useon signage can alter, depending on thecountry you’re in and so, this can lead todifficulties and misunderstandings. “Thisis a big problem. For example, when youare traveling by plane, the exit sign is notgreen [which is what the new standardwill stipulate] it is red because airplanestandards come from the US. It has beendifficult to create the new standards – wehave been working on it for around 10years so the Americans have to agree tohave green signs. Likewise, the Japaneseoften have orange signs for exits. It’s a bigproblem but it’s good that things arechanging towards one internationalstandard.”

British safety signage manufacturerMaritime Progress has also emphasisedthat considerable effort is taking placeworldwide, to ensure graphical symbols used within safety signage are internationally recognised. CaptAndy Goldsmith, Marine TechnicalManager, said although the ISOstandard is just that, a standard, ratherthan a regulation per se, the guidanceinvolved within this will lead ship ownersto make further risk assessmentsconcerning signage onboard and toestablish if signage is understandable.

“The ISO Standard is aninternational guideline which providesrecommendations for companies like usto produce our signage,” Capt Goldsmithsaid, explaining that American signs areoften especially different to those usedelsewhere in the world. “That said, wehave American distributors who do orderfrom us and we provide internationalstandards rather than the American ones.When you see movies produced in theUS, you may recall their “Danger” signs

are red and black, whereas ours areyellow and black and we associate redand black with prohibition, such as “NoSmoking” signs. But shipping isinternational so even American shipsneed international signage.”

Jim Creak, Managing Director, ofUK-headquartered sign manufacturerJALITE, said there is an intuitive elementwithin human nature which helps us toassociate certain signs with certaincolours and so, it makes sense to bringsuch signage in-line with a commoncriteria: “We are already attuned toyellow and black and have an in-builtreaction to it because of danger innature, from wasps to snakes. The wholeaspect of colours – red for fire, blue forauthority, green for a safe condition – it’sno secret that human beings react togreen as the most comfortable colour andwe relax under green as it has anassociation with comforting things innature. The intuitive nature of thisvocabulary is already there.”

However, language can also play asignificant role in confusing people in anemergency situation. Citing aninteresting example from his homecountry, Mr Lambrecht explained that inGerman, the term for “Emergency Exit”is “Notausgang” (“not” is a translation of“notfall”, the German word for“Emergency”) but for an English speaker,their understanding of this sign in anemergency could be incorrect, as the firstthree letters read “not” – perhapssuggesting an instruction of “Do notEnter”. “This is a good example wheretext signs do not work. The newStandard says signs should not requiretext, although additional text informationis allowed, it is not requested,” he said.

He also noted the issue of mediadescriptions for what is found within afire extinguisher (powder, foam, wateretc), as this is often found on the side ofsuch equipment and explained that thismedia description must be text free withcolours and symbols depicting thecontents, but he added that it ispermissible to put a letter such as “F” forfoam, but thankfully, seafarers arethoroughly trained in such safetyequipment.


Signage

Tiago Pedrosa, Export Sales Manager at Portugal-headquartered signage companyEverlux, also stated the need to ensure a“global language” is used within signage:“We completely agree that having anunambiguous language which isunderstood globally is of the utmostimportance. Signs that contain pictorialgraphics should be widely usedinternationally and this has been tried tobe implemented by ISO standards andIMO Resolutions, namely ISO 17631and IMO Resolution A.952 (23).

“We agree there should be aninternational standard that specifiessafety signs containing pictorial graphicsonly, to be used onboard every vessel. Ifsuch a standard is followed by crew intraining, they will be on a fast track tounderstand the meanings of safety signsused onboard and this will allow them tofollow the signs in the most appropriatemanner in order to prevent accidents, to

effectively tackle a fire or evacuate in caseof an emergency.”

Mr Pedrosa also emphasised theimportance of photoluminescent lowlocation signage, which can prove to belife-saving in an emergency, particularlyif electricity fails: “Photoluminescentsafety signs ensure that life-saving and firefighting equipment, as well as evacuation routes, are identified under all circumstances, such as in the event of a complete blackout.Photoluminescent low location lighting is

the most important component of acomplete safety signage system.

“In the event of a fire, smoke willaccumulate at ceiling level and willeventually block high location level signs. Therefore, only aphotoluminescent low location lightingsystem will grant that crew andpassengers will have effective safety andevacuation information if dealing with afire onboard. Photoluminescent safetysigns at high location level andphotoluminescent low location lightingsystems complement each other andhave been regulated by IMO Resolutionsfor a long time and its implementationhas been reinforced by the variousclassification societies,” Mr Pedrosa said.

Mr Creak agreed thatphotoluminescent signs and low locationlighting are vitally important onboardvessels and oil rigs. “Lifesavingequipment needs to be located at a lowlocation as well as at regular height.

Signage

You can’t have effectivesafety managementonboard if people don’tunderstand the safetysignageJim Creak, ManagingDirector, JALITE

“

”

You’re required to have the location sothat if you are below the smoke line,you’re only going to come above this tograb your lifesaving appliance.

Agreeing on the need for photoluminescent signs onboard, CaptGoldsmith drew on his experiencesduring his career at sea: “I’ve been onships where we’ve lost all power sotherefore, you can’t see in an emergencysituation. If you wake at night and it’s anemergency situation, you may beconfused when you open your door andjust see darkness. Of course, in realityonboard it’s not a problem if you havephotoluminescent signage and if thesignage is universal, so people fromaround the world recognise the meaningof the signage.” Capt Goldsmith notedthat safety signage should not requireinterpretation.

Adding to the discussion onphotoluminescent signs, Mr Pedrosa saidEverlux is concerned with the current

minimum luminance requirements forphotoluminescent safety signs that are tobe used onboard: “The latest maritimeregulations specific to safety signs areSOLAS Convention 2004 Chapter II-2Regulation 13.2.2.5 and 13.7.2.2; ISO15370: 2001 and ISO 17631:2002,which reinforce and complement theminimum requirements for high locationand Low Location level safety signagesystems set by earlier IMO ResolutionsA. 654 (16) (1989); A. 752 (18) (1993); A.760 (18) (1993); and A. 952 (23). In ouropinion all of these standards gave a veryhigh quality contribution for increasedsafety onboard.

“Nonetheless, we believe the currentluminance requirements should bereviewed in order to meet the existingluminance requirements on safety signsregulations for fire protection andevacuation in buildings which take in toaccount the fire risk of each building andare much higher. Keeping in mind that

the minimum luminance requirementsfor Low Location Lighting systems thatwere set by IMO Resolution A. 752 (18)from 1993 at 15mcd/sqm after 10minutes in the dark and 2mcd/sqm after60 minutes in the dark, we can easilyunderstand the benefits of higherminimum luminance requirementsalready defined by several internationalstandards for fire protection in buildings,for example, 215mcd/sqm after 10minutes in the dark and 29mcd/sqmafter 60 minutes in the dark as defined byUNE 23035: 2003.”

According to Mr Pedrosa, it is also important that signs and their manufacturers should holdaccreditations, such as from the IMO orfrom class societies, as this helpscustomers make informed decisionsabout sign quality: “Holding productthird party certification is highlyimportant because it is the only way toguarantee that the signs will perform to

Signage

their specifications and to IMOResolutions minimum requirementswhen they are most needed - during anemergency. Everlux signs hold severalcertifications such as MED certificationand Lloyd's type approval.

“Manufacturer certification is alsovery important as it assures the marketthat the signs they are purchasing havebeen manufactured using the latestavailable technology following a qualitymanagement system process whichrespects the relevant applicablestandards, namely environmentalsustainability. Everlux is an ISO 9001certified company and is also a DNVApproved Service Supplier forphotoluminescent low location lightingsystems luminance onboardmeasurement service.

“This is a very important factor forour clients as most inquiries we receiverequire the supply of certified signs andan increasing number of maritimeplayers require company certificationproof in their tenders and vendorregistration processes.”

But are most ship owners followingthe advice and guidance of the ISO tothe letter when it comes to safety signage?Jim Creak again: “What I would like tosay is that most systems I see onboard aresuitable and sufficient. They may notmeet every dot and comma which yousee in the resolution but I don’t think theresolution was ever drafted that way aswell, as there are a lot of things that areextra. I believe that the people fittingthese systems are using a lot of commonsense and where it’s appropriate they areensuring all the key elements forevacuation are being done correctly.

“I think ship owners will take the newconsiderations of the ISO onboard –they will come to a risk assessment, makea proposal about updating the fleet andtheir manuals and they will incorporate itbecause they’ll see it as such a good idea.The signs are about understanding andyou can’t have effective safetymanagement onboard, either for crew orpassengers, if people don’t understandthe messages.” �


Signage

Until today the international community was not able to create ahomogenous standard in safety signs. Guests on cruise ships are expected tounderstand a sign at the check-in which looks totally different onboard,although it has the same meaning.

On land the next day, the guest is confronted with a third version of thatsign. In the worst case it even has a different colour. Escape routes, which aremarked in green, look red in the USA and orange in Asia.

The need to work with symbols and to escape from text is becomingaccepted more and more. In international use, signs with text can causemisunderstandings or even worse scenarios. Due to the lack of standardisedsymbols in international shipping, one reverts inevitably to alreadyimplemented symbols from other fields of action. The symbols on alarm planshave accomplished a kind of standard, which is handled differently from flagstate to flag state.

This is supposed to change. For several years, the first and only worldwidestandardisation of safety signage for the maritime industry has been inprogress. Several difficult agreements between diverse cultural groups seemedinsuperable. However, a final version is expected to be published in the nextfew years. Simultaneously, the international standard for safety signage inbuildings (ISO 7010) has been developed further and is now seen as the“mother of safety signs” where official advice is concerned. Everyone hopesthat not only the national legislative body, but also the internationalimplementation into SOLAS will not be too long in coming, to ensure thenecessary legal security for ship operators and inspectors.

Only a homogenous, worldwide standardised, text-free, clear safety signageis absolutely reliable.

By Stephan Lambrecht, General Manager Project Services, Marahrens – a specialist

producer of safety signage, active on national and international standardisation committees.

This is not an exit: Creating aglobal language for safety signs


Tools & Equipment

As shipping operators move tomake their vessels smarter, awave of innovative new

products is coming onto the tools andequipment market, giving a huge boostto many companies and suppliers.

“What’s exciting is watching thenewer technology make its mark in themarine industry,” said David ShamounJnr, Sales Manager at marine electrical suppliers Technico Marine,headquartered in Brooklyn, New York.

“Because of it we have increasedinventory for newer items. We stockmore automation controls, LEDlighting and fixtures.”

Mr Shamoun continued: “Fuseshave given way to circuit breakers;incandescent lamps evolved tofluorescent and sodium lamps.Watertight equipment and hazardousarea products have changed to keep upwith International Standards so themovement is constant.

“We must keep stock in our productline while also being aware thatcustomers require newer technological

equipment and controls. Every day weresearch newer items and manybecome regulars on our shelves.

Technico Marine, which is ownedby his father and company President,David Shamoun Snr, supplies tools andequipment mainly for ship suppliersand ship owners through shipmanagement companies and covers allUS ports as well as shippinginternationally.

Products currently in demand areelectronics and automation controls.“We pride ourselves in this area ofmarine electrical sales because theseitems are, in many cases, difficult tofind,” said Mr Shamoun. “These items

require cross-referencing and trueknowledge of their ability and use. My father, owner and President ofTechnico, has made this his life work,utilising the knowledge he has acquiredwith over 40 years in the industry.”

So, has the industry changed muchover the years?

The issue of quality is where someof the biggest changes have been seen,particularly with the mounting pressureon keeping down costs.

“Quality in the 1960s to 1990sreigned supreme,” said Mr Shamoun.“Chandlers, owners, operators andelectricians wanted the right part, theheavy duty supply to ensure smoothsailing. Now customers are looking formore disposable items, lower cost itemsto keep the bottom line respectable.”

He added that the market hadchanged in many ways, particularly withship owners handing management ofthe vessel over to managementcompanies, and sales at the New Yorkoffice were forecast for a slow and steadygrowth in the next 12 to 18 months.

Now customers arelooking for more disposableitems, lower cost items tokeep the bottom linerespectableDavid Shamoun Jnr, SalesManager, Technico Marine

“”

Tools & Equipment

The company had, said MrShamoun, built up long-term allianceswith ship suppliers in the ‘70s and ‘80s- “that consistency keeps thingsbalanced here.”

Its other office in Houston, Texaswas seeing better sales of late: “TheGulf ports are running with the zealand fervor that New York ports ranwith 40 years ago.”

Another company embracing newtechnology is Germany-based SIKA, aspecialist in temperature, pressure andflow measurement technology, whichunveiled several new gadgets at therecent SMM trade show in Hamburg.

Reliable checking of equipmentonboard is often vital to help preventcostly engine damage falling outside thescope of insurance cover and thecompany says it is constantly looking atnew ways to assist with this.

The new products include asuspended cable temperature sensor for

deep holds – the CargoTempRoller,which makes it easy to record thetemperature at various levels in holds –and a stand-alone recalibration kitwhich enables the simple checking ofpressure and temperature calibratorsdirectly onboard without requiring theinstruments to leave the ship.

The company also showcased itshandy new gas detectors withintegrated pump – rugged, user-friendly devices which are said to beable to detect and indicate up to fourgases at the same time and generateacoustic, visual or vibration alarms.

A P-HP high-pressure calibrationkit enabling simple and reliableonboard verification particularly inchecking the tightening torque ofhydraulic tools was also unveiled bySIKA. It can also be used to verifyinjection nozzle testers.

“SIKA is known worldwide for itshighly accurate maritime pressure and

temperature calibrators, and weconstantly strive to maintain thisposition,” said Sebastian Siebert,Managing Director of SIKA’selectronic products area.

“With innovative products such asour digital exhaust gas thermometerand our recalibration kit, we haveshown that SIKA is able to combinenew, fresh ideas perfectlywith its heritageextending over morethan 100 years.”

He continued:“In the future aswell, we willcontinue todevelop andproduceprecisiontechnology for theentire world from ourbase in the middleof Germany.” �

Chemicals & Lubricants

Kieran Neale, MarketingManager for CRC IndustriesUK, asks why, when it comes to

maintenance and maintenancechemicals, lubricants are the onlychemical talked about?

It’s probably an historicalpreoccupation with lubricants keepingthe wheels of industry turning that hasbeen reinforced in the media over theyears, but to talk of “maintenancechemical” and “lubrication” asinterchangeable and inevitably linkedterms does not show the completemaintenance chemical situation.

The maintenance schedule involvesmany components, each as important aseach other to deliver reliable, productiveand efficient production. Whether it is‘invisibles’ such as training, timelyschedules, and back-room activities likethe engineering workshop; or physicalones such as tools, components, andchemicals; each combines with the othersto deliver a service greater than the sumof its parts. Should one piece be missing,sub-standard, or overlooked, then it is

often the case that the trinity of‘reliability, efficiency, productivity’ iscompromised resulting in increasedmaintenance frequency or breakdown.

To say that lubrication is the primaryfocus of the chemical constituent of amaintenance process is not incorrect asoften a squirt of grease or top-up of oil isall that is required to complete the worksorder. But should more extensiveservicing be called for, requiring acomponent of machinery to be takenapart, inspected, and replaced in order toidentify if it is the cause of (or likely to cause) problems; then this is where themaintenance chemical options open uprevealing the true extent of the choice:cleaners/degreasers, lubricants, anti-corrosion, metal cutting, welding, wipesand more.

Cleaners and degreasers are designedas a critical first stage of the servicingprocess, ensuring that all lubricant, grimeand dirt contamination is removedallowing the clean surfaces to beinspected without the risk of dirtobscuring faults, getting into close-

tolerance gaps and preventingrecontamination during re-lubricationand assembly. So, a maintenanceschedule needs to start and finish withcleaning to ensure a thorough job.

The technology behind cleaningchemicals is complex: through the manipulation of chemicalformulations specific cleaning propertiescan be displayed: fast evaporation,foaming action, grease removal, drydeposit removal, material compatibility,and so on. Typically, solvent and citrus-based cleaners are better at removinggreases and heavy/light oils with water-based products able to remove drier or staining materials. Materialcompatibility must also be taken into account.

A poor quality cleaner or the wrongcleaner is sometimes selected, whether itis due to perceived cost savings or simplyusing the same cleaner as always; ineither case more product will be used ascleaning efficiency is reduced. However,the real cost is more easily seen in losttime: waiting for the chemicals to removethe grime.

CRC Industries offers a number ofproducts through its Ambersil and CRCranges of industrial cleaners anddegreasers, backed up by lubricants, anti-corrosion, metal cutting, welding, paintsand more, which are all available throughkey distribution partners. �


The maintenancejigsaw


Overrecentyears,

new legislation hasforced owners and

managers to focus onreducing the amount of

sulphur emitted to theatmosphere.

Swathes of red tape aregoing up across the globe in

the form of Emission ControlAreas (ECAs) with the Baltic Sea

and North Sea both operatingcontrols and more recently, from

August, North America.Currently vessels operating

within these areas must keep withina fuel sulphur (SOx) content limit of1% m/m but from 1st January 2015,any ship entering an ECA must notexceed the limit of 0.10% m/m.

This is causing a major headachefor shipping companies as they seekto find ways of reducing emissionsand deal with the technicaldifficulties that often arise from a drastic reduction in fuel sulphur levels.

It has also put pressure on the lowsulphur fuels on the market andhighlighted possible problems relatedto lubricity of the fuel, sparkingcontroversy as lubricant companiesdebate the topic of whether to use asingle solution or a high or low BN(base number) lubricant, dependingon operating patterns.

“Lubricity of fuels is poorlyunderstood in the marine industry ingeneral, the main reason for this lackof understanding is that lubricity hasnever been considered in marine fuelsuntil now,” said Jonas Östlund,Product Marketing Manager Fuel atNorway-based Wilhelmsen ShipsService which offers a Diesel FuelLubricity Improver in its stable ofmarine chemicals.

He added: “The sulphur ofmarine fuels is driven towards lowerlevels through international andregional legislation. This push willcontinue over the coming years and itis possible that lubricity will play aneven greater role in the years to come.

“A lubricity improver is a goodinvestment if lubricity problems are


suspected from the fuel, agood lubricant willreduce wear of pumpsand injector equipment

avoiding unnecessarybreakdown and

maintenance.”Wilhelmsen

Ships Servicebelieves thereductionof sulphuris often

blamed forthe problems of

lubricity withmodern fuels and

that it is notcompletely true as thesulphur content is notthe only cause of poorlubricity – the refiningprocess is where thesulphur is removedwhich also removesother natural lubricationproperties, which meansfuels with similarsulphur levels can havedifferent lubricationproperties.

Total Lubmarine,which supplies marinelubricants and greases,has expressed concernover recentinformation releasedto the marketsuggesting that shipowners andmanagers mustchoose a high or alow BN marinecylinder lubricant(MCL) based upontheir predominantoperating patterns.

It agrees thatgeneral operatingpatterns for 2-stroke dieselengines arebecoming moresevere, increasingthe technicalchallenges required

for deposit control, cleanliness andwear protection but says the BNargument is now an outdated one.

Technical Director Jean-PhilippeRoman explained: “It is important tonote that it is not the level of basicitythat is dangerous, but the underlyingchemistry with which products areformulated. For anyone relying uponthe conventional MCL chemistry –which the majority of lubricantsuppliers now recognise as outdated –it is understandable that the onlyoption is to increase the BN. However,this presents a high-risk strategy; toolow a BN for the sulphur content canlead to acid corrosion of the liners,while too high a BN can lead to hardcalcium deposits and an increased riskof bore polishing and liner scuffing.”

Lubmarine believes suggestionsthat ships choosing a high or low BNlubricant based on predominantoperating patterns will only have tocarry one cylinder oil is not onlyrestrictive but also potentiallydangerous as without a back-up givingthe option to switch between high andlow sulphur fuels and correspondingMCLs, certain route changes wouldprove impossible and operationalsafety could be compromised.

Lubmarine says ‘single solution’lubricants are the way forward,though they must be rigorously testedin all extremes and not just inconditions that suit the product.

The company took more than2,000 samples from slow steamingvessels and said they proved that theiron measured in the drain oil, whichshows engine wear, was lower with itslatest multipurpose MCL than with aconventional mid or high BNlubricant. Its Talusia Universalproduct is also said to have beenapproved by two-stroke enginemanufacturers MAN Diesel & Turbo,Wärtsilä and Mitsubishi HI.

Mr Roman concluded: “Newindustry realities require new thinkingfrom MCL suppliers. Single oilsolutions may represent a paradigmshift for the industry but they are alsoa break-through in productapplicability for ship owners and

operators facing unprecedentedeconomic and environmentalchallenges.

“Universal lubricants areconclusively proven to meet vesselneeds in all operating conditions, sowhether slow steaming or transitingECAs, all of our customers canoperate in the knowledge they are notrisking damage to their engine.”

The ‘one fits all’ strategy is adangerous one to follow, according toUK-based Castrol Marine.

It says with more vessels now slowsteaming, it is vital the appropriatecylinder oil lubricant is used undersuch conditions as engines operatingon sub-optimal loads may facecorrosion to piston rings and cylinderliners.

“People have always been used toa ‘one product fits all’ approach,” saidPaul Harrold, Technology Manager,Marine & Energy Lubricants atCastrol.

“Conditions have changed andunfortunately customers have to workthrough the fact that their shippingexperience is changing and thereforethe lubricant solution is changing aswell.

“The new dimension that isaffecting shipping companies now isslow steaming. The one that islooming that will have just as big animpact in 2015 is the 0.1% sulphurlimit in ECAs and what that means forlubrication.”

He explained that Castrolcustomers prefer to have a choice andto make informed decisions followingdetailed discussion, rather than beingtold they need just one solution.Others were also looking at theirengines in more detail and finding outthere were problems.

Paul Lowther, Global MarketingOffers Manager for Castrol Marine,added: “We are not recommendingthat our customers carry all theproducts. We are carrying thecomplexity for them. That’s why wehave a range – so they can choose theright product for their engines, fortheir operations, for their fuel – whatis most appropriate for them.” �



Since it was founded in 1976, theŞimşekler Group has retained itsreputation as a business built on

strong family bonds within the Şimşekfamily, who reside in Nemrut Bay in thedistrict of Aliaga, Turkey.

Specialising in a wide range ofitems, including provisions, bondedstores and frozen goods, deck andengine goods, safety equipment andfresh water by barge or truck, ŞimşeklerGeneral Ship Chandlers & Ship Repairserves vessels calling at all Turkish portsand straits and holds a strong emphasison customer satisfaction.

Adem Şimşek, Chairman of theExecutive Board, said being a

family-run firm has many benefitsand makes the Şimşekler Group

of Companies stronger, but ashe explained, time and

investment must be madeto ensure quality

training of staff:“Most family

members have worked at the companyin different departments for manyyears. There are no academies orschools which educate people to workin the ship supply sector.

“It was very difficult to findexperienced staff to employ – peoplewould work at our company and aftermany years, once they had built upenough experience and knowledge ofthe sector, they would leave ourcompany and establish their owncompany, becoming our competitors.For instance, there are currently eightship supply companies which have beenestablished by ex-staff members whoused to work at our company.

“So for that reason, we decided toinvest in our own family members tocontinue our business and improve ourservices. Most of our family membershave studied and graduated frommaritime academies and from Englishlanguage courses in the UK, in additionto foreign trade and financedepartments at well-known universitiesin Turkey and abroad.”

Investment may be important buthas the recession made this achallenging time for Turkish shipsuppliers and how has the ŞimşeklerGroup worked to overcome therecession? According to Mr Şimşek,services provided by other companieswithin the Şimşekler Group havehelped with ensuring no slowdown inbusiness for the group as a whole: “Therecession hasn't impacted the Şimşekfamily's business in a negative way.During the recession our ship supplydepartment's volume of sale,profitability and cash flow was slightly

decreased for a while. However, ourship breaking department’s incomeincreased due to this recession andfallen sea freight rates.

“We bought many vessels fordemolition to overcome this. Thecompanies under the Şimşekler Groupumbrella have financed and supportedeach other. We have communicatedwell to extend payment terms for aslong as possible, reflecting the sameterms to our customers whilesupporting them to manage theirpayments to us to keep cash flowing.In spite of the recession, we have beenable to expand and develop ourbusiness and turn it to our advantageby investing in our group ofcompanies and ship supplydepartment.”

But what other issues does MrŞimşek believe are important toTurkish ship suppliers at this time andwhy? “Some ship owners, shipmanagers and masters choose localship chandlers that are not membersof ISSA to supply their vessels becausethey are offered attractive and cheaperprices. After each delivery by suchnon-members, local ship chandlerssuffer disappointment and developvery bad impressions of Turkish Ship Suppliers. The purchasers whouse such companies lose time andmoney and cause a shortage of storesand food onboard. We suggest they should use ship suppliers whichare members of the Turkey Ship Suppliers Association(TURSSA) whenevertheir vessels are inTurkey.” �

Adem Şimşek, Chairman ofthe Executive Board,Şimşekler Group

The Şimşekler team

Simsekler Company Profile


COMPASS, a joint venture ofthe US and Canadian shipsupply associations, NAMS and

CSSA, set up to market ship supply inNorth America, was hosted by theCanadian Shipsupply and ServicesAssociation this year in its beautiful andhistoric capital city of Ottawa. TheFairmont Chateau Laurier (pictured),located next to the famous locks of theRideau Canal on the bluffs overlookingthe Ottawa River, was the venue for avery productive and enjoyable meeting.

Ottawa has numerous days’ worthof sightseeing and events, from a cruiseon the Ottawa River to the Light Showon the Parliament building calledMosaika every night – one not to bemissed if you visit Ottawa.

Presiding over the meeting werenew CSSA President RockyRocksborough-Smith (pictured right-hand page) and NAMS President MaxGoldberg. Their mandate for eachmeeting is to find meaningful andvaluable topics for the businessprogram. Feedback from the attendees

said that our programme this year waswell worth the cost of attending. Thetwo subjects – Marine Collections andSocial Media Marketing were verytimely due to the current globaleconomic climate and the explosion of communication through socialmedia networks.

Bruce Hailey, ISSA’s GeneralCounsel, was first on the agenda andgave a lengthy and informativepresentation on the necessities andnavigation of the ins and outs ofmarine collection today. He covered aseries of areas that included the basics,such as due diligence, contractual termsand documents and timely action; shiparrest – cost, counter securitydocumentary requirements, speed andrisks; cost factors, lawyers’ fees, courtfees, maintenance costs etc. Alsodiscussed were the issues of countersecurity and its implications;documentary requirements; POAs/COIs; translations certified;speed/efficiency and its effect on thecollection process; risks, such as

2012 COMPASS Meeting


wrongful arrest; maintenance costs;security problems; change inownership; the what and why of wherebest to arrest. Current issues such asbank foreclosures, privacy, laid upvessels, sanctions, catering companies,danger in delay and alternatives to shiparrest were also on the agenda.

Bruce announced ISSA’s “ProjectWatchdog” an initiative of ISSAPresident Jens Olsen to aid in CreditControl through harnessing thecollective knowledge and informationof ISSA members to assist decisionmaking of the ship supplier members.

As you can see, there were a myriadof subjects covered and obviously to geta true value out of the discussions ofboth presentations, attending themeeting is all-important. An expandedreport on both presentations in theCOMPASS post meeting newsletterwill flesh out the subjects discussed.

The second subject, using SocialMedia to Market Your Business was adetailed presentation by NathalieCarrier, owner of the Kismet Agencythat represents other speakers and

provides social mediaadvice and information

to business owners.Her presentation included

examining the online profile of yourwebsite and what it says about you;Search Engine Optimization, trackingyour traffic and success, understand theplatforms and reviewing best practices.Her definition of social media – itincludes web-based and mobile basedtechnologies which are used to turncommunications into interactivedialogues among organisations, andcommercial businesses.

She profiled two websites connectedto our business and analysed one thatneeded some adjustments and anotherthat was effective in its construction. Itwas interesting to note the question ofwhether social networks are a threat tothe ISSA Register. The answer is no –the Register is vetted and givescredibility to the listed companies.

Regarding search engines – the keyis to create meaningful and lastingcontent, use keywords in the content –update the website frequently and thinkabout what the customer might typewhen looking for businesses like yours.

The goal is to be at or near the top ofthe list in your business category.

Ms Carrier covered Facebook andLinkedIn and how to utilise these forbusiness. But using these is not free.The cost is time and people to monitor,answer and adjust. Google alerts arevaluable if you want to know whatpeople are saying about your business –Google Analytics – monitor and trackyour efforts and who and how users arefinding you. Best practices – select yourplatform to create your business profile,stick with that platform, simplify thelayout – less is more – easy to navigateand use analytics.

Just as ship supply will never goaway – the last mile – meetings willalways be important. Nothing is morevaluable than face to face conversationor hearing the live presentation, with allthe Q & A and the nuances of theinformation given whether inpresentations or private conversations.Often this value of attending isoverlooked.

We had a great meeting in a verybeautiful hotel with our usual enjoyablesocial events. We thank our CSSA hostsfor an outstanding meeting. �

2012 COMPASS Meeting


Beers, Wines & Spirits

Those with a taste for great winewill be in for a treat at the 58thannual ISSA Convention –

which takes place in London on 31st Mayand 1st June 2013 – as specialistPortuguese wine producer, Herdade daMadeira Velha, will provide a wine tastingevent where delegates will be invited toenjoy fantastic wines created in thebeautiful civil parish of Évoramonte, inthe Alentejo region of Portugal (pictured).

Herdade da Madeira Velha was setup by a number of members, each withtheir own separate core businessactivities, with the desire to bring newsensations and experiences to wine loversfrom across the world.

With the aim of producing 470,000bottles of wine per year, Herdade da

Madeira Velha wines are derived fromgrapes which are monitored through thecomplete growth cycle – harvested byhand in the morning, before beingcarried swiftly to the winery forproduction to avoiding oxidation orheating of the grapes.

Though the company started withsmall-scale ambitions, Rui PedroPinheiro, Manager at Herdade daMadeira Velha, confirmed his delightthat his wines are now recognisedinternationally: “Little by little, thepassion to do more and do better wastaking over the founders and our winesare now nationally recognised by the bestcritics and specialty magazines. Thechallenges have increased, in line withour willingness to face these challenges.

“The international market has alsoforced us to strive for excellence withinour products, with wines awarded inDecanter of London and at otherinternational events with silver medals,bronze and as ‘recommended’products. This year we will be presentalso at China awards, where we alsoexpect a good rating. During thecreation of our wines, we always keepvery tight control over production andraw materials, with the practice ofweeding, and we only produce winefrom carefully selected grapes.”

Mr Pinheiro confirmed the tastingevent at ISSA 58 will serve as a greatintroduction to Portuguese wines: “Ihope people will enjoy the Herdade daMadeira Velha portfolio, which



includes everything from pleasantyoung fruity wines to very wellstructured and full bodied wines. Ourwines will surprise and delight – there’ssomething for everyone and each glassis a new taste experience.”

He added that the opportunity totry this varied wine portfolio will beespecially enjoyed by those who arenew to Portuguese wines: “It’s a greatexperience for those who do not knowour wines. The wine tasting journey,from entry level to high end wines, is special and we look forward tohelping people to grow in their desire to enhance this experience to its highest level.

“We are not afraid to say the qualityof Portuguese wines is at an extremely

high level, equal to the best producers,including countries such as France. So,there is nothing better than to comeand experience our wines to confirmthis for yourself – we are sure that willhappen at the 58th ISSA Convention.”

But what is it that makes Herdadeda Madeira Velha wines so special?According to Mr Pinheiro, the secret tohigh quality wine is to ensure only anexcellent range of raw materials go intothe production process. “It’s to do withthe varieties of grapes used and theedaphoclimatic conditions which makeour grapes unique,” he said.

The company also produces a rangeof olive oil products, as he explained:“Our company is based in Alentejo, anagricultural environment with excellent

products, and a number of ourcompany partners also own olivegroves. This became part of the project,owing to the success achieved with ourwines – we wanted to produce olives forolive oil with a level of quality of thesame excellence as our wines. Olive oilwhich is an important part of theMediterranean diet, has been testedand widely reported by the WorldHealth Organization (WHO) as thebest natural oil for health.”

Explaining why ISSA 58 will be animportant opportunity for Portuguesewine, Mr Pinheiro added: “To bepresent at ISSA 58 is a uniqueopportunity for Herdade da MadeiraVelha and Portuguese wines, becausewe have the opportunity to show an


By Helen Jauregui

entire range of products where the mainconcern has been the quality, but also thedesign, labelling and innovation (such asred wine at 0.5% alcohol) and specificformats, in order to meet different needs.We will also be able to show merchandisewhich supports their promotion,including gift boxes. Finally but mostimportantly, physical taste is the vehiclefor a consumer or customer decision.”Please see pages 56-57 for furtherinformation on the ISSA 58 Convention.

On the wagonIn other news from the world of

beers, wines and spirits within ship supply,companies specialising in the provision ofsuch products are working hard topromote their products, while ensuring asensible approach to alcohol consumptionis communicated to their customers.

Andrew Hunter, General Manager,C.G. Hibbert, a Dover-based company

established in 1767, which specialises inbonded wines, beer, spirits, tobacco andother tax free goods, said: “The healthauthorities continue to apply pressure,in terms of potential misuse of alcoholand levels of alcohol consumption,globally. For the ship supply industry, it’sclear we are extremely well-placed tomanage and restrict sales of alcohol –we only work within approved channelsof trade and within an extremely wellaudited and controlled environment.For instance, the supply of products wewould put onboard vessels is moretightly controlled than in any domesticmarket and we are very clear about theway we manage and restrict that. Weare extremely well managed and areable to control and contain our usage.”

So, when considering theimportance of safety onboard, alcoholsuppliers and wholesalers have animportant part to play? “Undoubtedly,no doubt about it. It’s clear from the


Évoramonte, in the Alentejo region of Portugal, home toHerdade da Madeira Velha, wine producer

way processes are managed onboard, interms of how we work closely with HMRevenue and Customs, and customsauthorities globally, it’s a very tightlycontrolled and extremely well-managedtrade sector.”

Though Mr Hunter said globalpressures to reduce alcoholconsumption are increasing, he notedthat this will bring new challenges andopportunities for alcohol wholesalers:“The challenge for ourselves is toensure we get a positive message acrossin terms of what are considered to besensible levels of alcohol consumption.As a business we must get that positivemessage out into the environment andwe’ll continue to demonstrate whatwe’re doing in terms of how wemanage our own processes.

“It’s about working closely with ourcustomers and with customs, to ensurewe work within our agreed guidelines,in terms of how much storing we can

supply for one particular vessel – we willalways work within those specificguidelines, in terms of how muchalcohol a vessel can take onboard. It’salso important we get the messageacross when it comes to labelling. Forexample, consider the label whichshows an image of a pregnant lady –that label is now applied to spirits, winesand beers – the industry is working to ensure the correct messages are put across.”

But does Mr Hunter believeseafarers and the population at large,take heed of such advice? “People havetheir own choices to make, however, Istill believe it’s important for people tounderstand the limits and parameters –what we’ve tried to do is encourage amore premium experience in terms ofconsumption – its more to do withpremium products – people shouldenjoy the moment, enjoy their drinkingexperience in a positive environment.


We believe the cruise industry fits thatmodel for brands. In addition to thevery good relationships we have withcruise companies, we also act as branddistributors for a number of shipchandlery companies.”

Considering this side of C.G.Hibbert’s business, does Mr Hunterbelieve wholesalers have suffered inrecent times owing to price pressures inthe supply chain? “What we’ve tendedto find is that cash flow is clearlysignificant in terms of how ourcustomers can maintain adequate levelsof stock to meet demand. Thechallenge there is that cash is obviouslyimportant to the success of any businessbut we need to ensure we can reactrapidly, to meet our customers’demands.”

He added that the availability ofstock is also an important concern, asduring a recession availability maybecome restricted. But he noted thatthe challenge is to improve how heforecasts, how he anticipates trends andto make sure stocks are positioned inthe right location and at the right time.He added that these issues are aproblem for the majority of wholesalersand so, ensuring availability of brandswill be vital in counteracting this“pressure across the industry”.

C.G. Hibbert is an importer ofbrands such as Guinness and Heinekenand Mr Hunter added that his firm’s

position as a provider of well-known,quality products will stand thecompany in good stead for ensuringthe retention of its customer base.However, he added that C.G. Hibberthas broadened its product range toinclude seasonal goods, non-alcoholicalternatives and more. “We seeopportunities to broaden our range ofproducts and provide more choice,which can only be described as apositive development, giving peoplemore opportunity and more choice.”

Danny Nossent, Director ShipSupply at Pentrade, a family-ownedduty free wholesaler based in the portof Rotterdam, said that despite therecession, his company’s focus on arange of sectors – including cargovessels and cruise liners (via shipsuppliers), and directly to airlines,border shops, military camps,embassies and UN organisations –

has made good business sense inchallenging times.

Within the ship supply sector, MrNossent noted he has seen somechanges in duty free orders, perhapsowing to the fact that some seafarershave seen a decrease in their dailyspending allowances [a phenomenonwhich other chandlers have alsoconfirmed to The Ship Supplier]. Thoughhe said this may not apply to allseafarers, he added: “It’s no secret thatthe shipping industry has been dealingwith its crisis, but perhaps things are alittle better now.”

Mr Nossent also commented on thefact that within modern shipping, adrive towards preventing theconsumption of alcohol onboard,means demand for some duty freeproducts has decreased in this sector.He added that there has also been adrive towards ships purchasing cheaperbrands in order to save money.

But is there an opportunity forsuppliers to sell more quantities of thecheaper brands in order to make up thedifference? “We are doing that rightnow but every year you see a slightdecrease in sales for beer and liquor aswell. They are buying more soft drinks.Here at Pentrade, we have widened ourassortment, with more food items so wehave to keep up – to maintain theturnover we have, we need to haveother products as well.”

“When I started working withPentrade, an order for several cases ofliquor, perhaps 10, 20 or 30 cases wasnormal, plus sometimes hundreds of



Port of Rotterdam, home to Pentrade Duty Free Wholesaler

Dover, home to C.G. Hibbert

cases of beer for just a single vessel. Butnowadays, if you have 50 cases on avessel, that’s seen as a lot of beer. Theymay order six bottles of vodka or three

bottles of rum instead of the full caseswe used to sell, but then, that wasduring the 1990s and since, there hasbeen a drop in the amount of alcoholthey take onboard.”

Pentrade has also been stepping upits range of provisions in order to offera broader range of products to itscustomers: “We look at the items whichwe know from experience, almost everyvessel orders. This includes noodles andtins of fruit and vegetables, sauces suchas ketchup and mayonnaise – not freshproducts, but those with a long shelflife. This helps to see an increase inturnover overall so in that way, we aredoing quite well.”

Mr Nossent added that the biggestship chandlers are able to buy directfrom the industry but if the requestednumber of units of alcohol decreases,ship suppliers can no longer do this andso, must purchase from wholesalers.This has resulted in wholesalers

growing their business despite adecreasing market, so to speak –profiting and growing, as larger shipsuppliers must switch to usingwholesalers rather than orderingproducts directly. Mr Nossent also saidhe has not seen any competitors goingout of business in the Port ofRotterdam recently, which is a goodsign that demand for wholesale goods ispositive at this time.

Though some shippingprofessionals have argued that strictanti-alcohol rules onboard should bebalanced with a seafarer’s perceivedright to relax and have a beer whenthey are not on duty, Mr Nossent saidhe believes safety is an importantconsideration: “If something happensand they have to go back on duty, wellthey can’t if they have drunksomething.” He added that ultimately,this is an issue of responsibilityonboard. �


Danny Nossent, DirectorShip Supply, Pentrade

17 – 20 October MTB- Marine EuropeCopenhagen, Denmark www.coplandevents.com

13 – 15 November Marine Equipment Trade ShowAmsterdam, Holland www.metstrade.com

21 – 23 November INMEX China 2012Guangzhou, China www.maritimeshows.com

27 – 29 November Seatrade Med CruiseConvention 2012

www.Seatrade-global.com

27 – 29 November Seatrade Middle East MaritimeDubai, UAE www.seatrade-middleeast.com

Web LinksISSA – www.shipsupply.orgLondon Shipping Week www.londonshippingweek.com

2012 Issue 54 The SHIP Supplier 432012 Issue 54 The SHIP Supplier 43

Marseille, France

Ropes & Cables


Ropes & Cables

Technology is a vital componentof any success story in theworld of maritime supplies and

where rope products are concerned,manufacturers must ensure high levelsof functionality and durability in orderto build on their customer base andsucceed long-term.

One company which demonstrateshow technology can assist in creatingtop products to aid the use of rope isFJORD, a family business based inGraham, North Carolina which wasformed in 1967 by Gail and EdRatigan.

A main focus for FJORD is Chafe-Pro – an anti-chafe protection devicewhich serves as a line protectionproduct and shields ropes from chafeabrasion. Chafe abrasion can occurover a cap rail, cleat or where lines cancross at the anchor roller. Chafe-Pro,which was originally developed in 1991,has a patented design consisting of awrap-around-closing feature (hook andloop) and can extend the lifespan ofrope products quite significantly. It canbe used with many kinds of rope andrelated products, including mooring

lines, eye splices, ship tow and shipassist lines, hydraulic hoses and shoreservice lines.

Michael Ratigan, Vice President ofOperations, explained that despite thetough economic climate, sales figuresare growing for FJORD products:“Although this is a time of recession,we continue to see an increase in thedemand for our products. This islargely due to shipping companiesswitching from the steel wire ropes tothe synthetic ropes. The syntheticropes are just as strong as the wire andweigh significantly less; many of themeven float.” As Mr Ratigan added,although these ropes have great tensilestrength they do not fare well againstabrasion and therefore need to beprotected, providing the perfectopportunity for Chafe-Pro as asolution to this common problem.

“Synthetic lines can be expensiveand if they aren’t protected from theeffects of chafing they will need to bereplaced frequently, sometimes lessthan a year. With proper chafeprotection these same lines can lastanywhere from five to 10 years

depending on how they are beingused,” Mr Ratigan said. “In essence,shipping companies are protectingtheir budgets and saving money byspending money on quality chafeguards. We have also seen an increasein demand for our products in theinland waterways as more push boatsand tow boats change from wires tosynthetics.”

Since founding their company as apartnership in 1967 under the titleFjord Nautical Instruments, Gail andEd Ratigan have used their nauticalexpertise to create interesting anduseful products. This included acompact nautical range-findinganalogue calculator, mainly used fornavigating the coasts and rivers ofSoutheast Asia; a region where visualnavigational aids were rather limitedback in the 1960s.

Gail is a veteran of many smallboat ocean crossings while Ed servedas a Master in the Merchant Marineand is a former Navy signalman andreserve line officer. As the son of thisnautical couple, Michael Ratigan, whofirst experienced the ocean through


sailing with his parentsat the age of seven,now plays a pivotalrole in the running

of the

company and all Chafe-Pro units aremanufactured locally, in the state ofNorth Carolina.

Describing what makes Chafe-Prospecial as a product, Michael Ratigansaid this range is his company’s mostpopular product within the maritimeindustry as it is a particularly durable

and economical solution forprotecting lines from chafe

abrasion. “Additionally theCommercial Series offernumerous standard andcustom options for linediameters that range from25mm-102mm (1”-4”),” he added. “FJORD’sproprietary nylon weave setsChafe-Pro apart from othertypes of chafing gear and iswhat lends the durability toour products.

“Another unique factorto all Chafe-Pro products is

that they are all removable with a hook& loop closure system, enabling the userto apply the chafe guard in their desiredplace in a matter of seconds. This makesit very field-friendly and also allows theuser to inspect the lines on a regularbasis. For clients who require additionalabrasion resistance (for extreme abrasivesurfaces) we offer our proprietary VikingArmor coating which can be applied toall Chafe-Pro products.”

FJORD has been manufacturingChafe-Pro products for 21 years and hasbeen contracted to supply the US CoastGuard and US Navy with Chafe-Pro for20 years – a definite mark of productquality. As innovators within the chafegear market, FJORD has also justfinished field tests for its most recentinnovation, Thor Guard, which is aremovable single piece chafe guardwhich protects both the eye of the lineas well as the body of the line. Watch thisspace!” �

Ropes & Cables


Samson, the specialist ropeperformance company based inWashington, US, has introduced a

new line to its portfolio of high tech sailrigging; Xceed-78, which was developedwith input and testing of high end riggersand competitive racers.

Xceed-78 is specifically designed foruse on mega yachts where large diameterlines are required to handle the extremeloads placed on halyards and sheets.Made with a 100% Dyneema SK78 fibrecore, Xceed-78 combines high strength,low weight, and improved creepperformance for better stability understatic loads.

The all-polyester cover is designedto protect the core from abrasion andprovide grip for winches wherenecessary. The core incorporatesSamson’s proprietary Samthanecoating, allowing the cover to bestripped to reduce weight.

Samson’s newest recreationalmarine products continue to set thestandard for high performance andcan be trusted as a safe and secureapplication around the boat.

For over 130 years, Samson hasbeen involved in the development andmanufacture of high-performanceropes. Among its many innovations,

Samson invented the double braidand pioneered the first high moduluspolyethylene fibre ropes. Today,Samson engineers continue to pioneerthe use of new fibre technology and the development of innovativecoatings and constructions to produce ropes with unprecedentedperformance characteristics.

Samson’s research anddevelopment team is meeting an everexpanding market need for productswith exceptional performance incritical applications. Samson is part ofthe Wind River Holdings portfolio ofoperating companies. �

Ropes & Cables


Xceed-78 meets demand formega yacht rigging

Shipboard Waste


Shipboard Waste

The exponential increase in theworld’s population and thetendency for that population to

become concentrated in cities has led tothe expression “Population Time Bomb”– an alarming phrase which highlights theseriousness of the environmental threat tothe planet caused by overcrowding andthe ever increasing industrialisation ofregions previously devoted to agriculture.The resulting increase of waste materialand the management and disposalof it is an ever growing problem fornational and international environmentalorganisations alike.

In the world’s oceans there are fiveregions of circulating ocean currentsknown as gyres in which floating debristend to accumulate. In the Pacific Ocean,two vast regions of marine litter existwhich have been caused by the dumping,either collectively or individually, ofmainly plastic material. Known as theGreat Pacific Garbage Patches, they arecharacterised by exceptionally highconcentrations of plastics, chemicalsludge and other debris trapped by the currents of the North and SouthPacific Gyres.

The scale of the problem is horrifying.The great pacific rubbish gyre, forexample, is approximately the size ofTexas and contains roughly 3.5 milliontonnes of rubbish consisting of old fishingnets, plastic bottles, crisp packets, plasticcontainers, plastic components of alldescriptions, ice cream tubs and lumps of polystyrene.

Blame for a significant increase ingarbage levels at sea should not be placedon maritime quarters alone, but theMarine Environment ProtectionCommittee (MEPC) has acknowledgedthe important part shipping has to play inimproving the situation. Significantchanges regarding the disposal ofgarbage generated onboard come intoeffect on 1st January 2013, owing to theInternational Maritime Organization’s(IMO) Resolution MEPC.219 (63), wherethe MEPC has enhanced its efforts toprevent and control marine pollutionfrom vessels.

The changes must be observed byall vessels over 12m in length and by allports but ship suppliers will also beapproached by the IMO to reduce theamount of packaging found withinproducts they supply, leading to areduction in overall levels of ship-generated garbage.

For many years and certainly upuntil the late 1970s, it was generallybelieved that the oceans could absorbanything that was thrown into them.Following departure from port andonce out of sight of land, crew felt freeto dispose of all manner of garbageover the stern rail. It is true that in thosedays the amount of packaging was farless than it is now and plastics were notso prominent.

Research has shown that a smallpiece of paper will only take two to fourweeks to dissolve at sea but a piece ofpainted wood will take 13 years, a tincan 100 years and a plastic bottle 450years. Therefore, much of the litterdisposed of into the seas during the lastcentury is still affecting the marineenvironment today.

Ships are not the only source ofgarbage which is taking its toll on themarine environment; the increase intourism and land-based industrialactivity has contributed over the years.However in some areas of the worldmost of the rubbish found in the oceanand on the beaches comes from passingships which throw rubbish overboardrather than dispose of it in port.

In previous decades and in someareas of the world still today, the lack ofgarbage reception facilities in port hasleft the mariner with very little choicebut to dispose of garbage overboard. Irecall some port authorities beingaghast to find a vessel wanting to landrubbish and the ship’s agent notunderstanding why it wasn’t disposedof prior to arrival. These situations andattitudes have changed and many portsnow allow for both general andrecyclable garbage.

Persuading people on land and atsea not to use the oceans as a rubbish

tip is a matter of education. For theMarine industry, 1988 saw theintroduction of MARPOL Annex V,which sought to eliminate and reduce


Speaking at the launch of GreenISSA, President Jens Olsen saidsuppliers needed to be fully

aware of the complexities ofinternational as well as regional andnational legislation governing thedisposal of hazardous and noxioussubstances. ‘Green ISSA’ is designed toemphasise the ship supply industry’sacknowledgement of the importancethe environment plays in the globalshipping industry.

Mr Olsen said: “Suppliers can findthemselves caught up in a legal andlegislative nightmare if they arepressurised to dispose of what theybelieve is harmless shipboard waste. Insome instances, such waste can containmore than the suppliers bargained for.By agreeing to handle the waste theyare then responsible for it and can facehefty fines or legal action. By that timethe ship will have gone.

“We want to make all ourmembers and the industry in general,aware of the importance of theenvironment and we encourage themall to start thinking green in everythingthey do. Whether it is the type andamount of packaging they use or theextent of their own carbon footprint.But it is the issue of garbage disposalthat throws up the most complications,especially when suppliers are putunder pressure to assist by their owningand management principals.”

Green

ISSa:Promotingresponsibility

the amount of garbage being dumpedinto the sea from ships. The Annexdisallowed the dumping of plasticsanywhere at sea and severely restrictedthe disposal of other forms of garbagedepending on geographical area, typeof garbage and distance from the coast.It also obliged governments to providegarbage reception facilities for visitingships. Since introduction there has beena reduction in the amount of garbage;however recent surveys have producedup to 10 tons of garbage per mile ofcoastline and it is clear more needs tobe done.

A review of MARPOL Annex Vcommenced in October 2006 and theIMO consulted with relevantorganisations and bodies from aroundthe world. The MEPC approvedamendments to the Annex in theautumn of 2010 and adopted them atthe 62nd session of MEPC in July 2011.

Amendments which havefundamentally changed the Annex, arehighlighted here: * Discharge of all garbage into the sea

is prohibited, except as expressly provided otherwise.

* The number of categories of garbagehas been increased including a definition for cargo residues.

* Some cargo residues and cleaning agents can be discharged as long as they are not harmful to the marine environment.

* It is incumbent on the owner/masterto prove that discharged material is not harmful to the environment.

* The requirements covering placards,garbage record books and Garbage Management Plans have changed.

* Waste minimisation is the key to putting a stop to garbage pollution. The following maxim sums it up: “Avoidance before reduction before recycling before disposal”.

Perspective of the problems hascertainly improved in recent times butthe old idea that the sea can cope withanything still prevails to some extentand it is therefore important to ensurevigorous enforcement of regulationssuch as Annex V. Port control officersare empowered to inspect ships forcompliance and where there is clearevidence that the master and crew arenot familiar with procedures, relating tothe prevention of pollution by garbage,the ship can be detained until this isrectified. It is therefore essential to notonly follow the regulations but alsoprovide evidence that this is the caseonboard.

The combination of increasedgarbage categories, clearer definitionand the declaration that the dischargeof all garbage is prohibited unlessexpressly allowed has burdened the shipwith additional responsibility. Garbagethat fits into a specified category can

Shipboard Waste

only be disposed of under certaincircumstances; conversely, garbage thatdoes not fit a categorisation cannotpossibly be discharged into the ocean.The burden of proof has shifted so thatthe master must now be able to provethat any discharge from his vessel willnot cause harm to the marineenvironment.

The revised annex has also madechanges with regard to the size and typeof vessel required to comply withcertain regulations contained within it.Ship owners and operators are advisedto prepare for this change of emphasiswith regard to marine garbage disposalby reviewing the current onboardplacards, log books and manuals.

Managers of ships and portauthorities need to act swiftly as theseamendments enter into force on 1stJanuary 2013. New posters, garbagemanagement plans and record booksrelating to these changes will be

available during the second half of2012 from some marine publishers.Further advice can be obtained fromthe IMO, Flag state and specialist marine publishers such as MaritimeProgress. �

By Capt Andy Goldsmith, Marine Technical Manager atMaritime Progress; manufacturer of marine signage and specialisedpublisher of marine books and posters.

Shipboard Waste


IMO Resolution MEPC.219 (63),section 2.1.2 specifically refers tosuppliers in its recommendations for

dealing with waste minimisation andstates: “When making supply andprovisioning arrangements, ship ownersand operators, where possible, with theships suppliers should consider theproducts being procured in terms of thegarbage they will generate.”

The resolution also notes someoptions for decreasing garbage levels,

including the supply of products in bulkpackaging; the taking into account offactors such as shelf life once a producthas been opened and the use of supplieswhich come in reusable or recyclablepackaging; avoiding disposable productssuch as cups, utensils, towels etc.Avoiding supplies packaged in plastic(unless reusable/recyclable options areused) is another factor expected to playan important role in countering anexcess of ship waste.

Suppliers facewaste worries

After the excitement ofConvention in the beautifulSpanish city of Cádiz, ISSA

members are looking forward to 2013when London will host this prestigiousevent, providing suppliers from aroundthe world with a uniquely British flavour.

At present, London is dominating theworld stage, with the Queen’s DiamondJubilee and the Olympics playing animportant role in this renewed spotlighton the English capital, but ship suppliersand their accompanying persons canenjoy their own British experience in2013, as Convention comes to Londonon 31st May and 1st June.

With the focus on London as adynamic centre for world shipping, ISSA58 will take place at the Park Plaza Hotel,Westminster Bridge on the South Bank.

From here, a large number of thishistoric city’s attractions can

easily be reached on foot,including Big Ben,

the Houses ofParliament,

the

London Aquarium, National Theatreand the London Eye.

ISSA 58 will provide the unrivallednetworking opportunities which ISSAhas become so renowned for. In addition,a series of special conference speakerswill appear, including Jeremy Penn,Chief Executive of the Baltic Exchange.

The British Association of ShipSuppliers (BASS) will play an importantrole in Convention and has revealedplans to include an English CountryGarden theme within the exhibitionspace, complete with candy stripedcanopies, Astroturf, Welsh daffodils anda variety of other flowers to complete theillusion. Traditional British foods, such asScottish shortbread are also due to makean appearance and famous Englishsummer tipple Pimm’s, served with slices

of fresh fruit will alsobe available for

delegates toenjoy.

As

expected, Convention will bear adistinctly British feel, but traditionalthinking has been put aside and for theexhibition space, exhibitors are welcometo consider concepts which move awayfrom the traditional and expected shellstands. In response to the significantnumber of Filipino nationals working atsea, The Philippines Government foodstand is also expected to be an importantcentrepiece to the event, allowingdelegates to sample contemporaryFilipino cuisine – this talking point willhopefully inspire delegates andencourage discussion and debateconcerning the diet of Filipino seafarersand food supplies.

A themed Gala Dinner is alsoplanned, which is certain to bringcreative thinking to the table! With thetheme of a 1930s Art Deco themedOcean Liner, affectionately nicknamedthe RMS ISSA, Delegates andAccompanying Persons are requested toget into the spirit of this and to attend theGala Dinner dressed in clothing whichreflects this era, so ladies shouldremember to pack their feather boas andsequin dresses, while gentlemen areadvised to bring classic suits and

battered fedora hats for a fun andthemed Gala Dinner experience.

Bestof British


ISSA and Ship Supply News

Entertainment will be provided by thePiccadilly Dance Orchestra, celebratingthe best music of the Charleston and jazzera, giving a luscious, vintage soundscapefor dancing into the late evening.

A reception is also planned, to takeplace in the splendour of Guildhall, themedieval Grade I listed building whichstands as home to the City of LondonCorporation and for 800 years hasimpressed locals and tourists alike withits imposing yet striking architecture.

With its ultra-modern,contemporary design, the Park Plazahotel will offer Delegates andAccompanying Persons a range ofspacious guest rooms, including 65impressive suites and penthouses andover 500 studio rooms. A number of on-site restaurants also feature, including themuch acclaimed French RestaurantBrasserie Joël. From the hotel coffeeshop, fantastic views of the Houses ofParliament and Big Ben prove what anunrivalled location this venue truly is.

Delegates will enjoy meeting friendsand maritime colleagues in the comfortof this remarkable hotel, where a1,200sqm ballroom and 450sqmexhibition space (both of which are,thankfully, void of pillars!) will form thesetting for Convention. Additionalluxury meeting rooms, free wi-fi and anexecutive lounge willalso serve to enhancethe businessexperience, whilethe hotel’sMandara Spa

and Fitness

Centre, which features a 15-metreswimming pool and offers a range of spatherapies, will no doubt offer some muchsought after relaxation time for delegatesand accompanying persons.

An Invitation Golf Day, to take placeat Royal Black Heath, the oldest golfclub in the world, is also booked to takeplace on Tuesday 28th May, wheregroups of four will traverse the coursetogether, making for a properly staged,professionally managed golftournament. Tickets are selling fast forthis event, which includes a picnic lunchhalfway round the golf course and atraditional English high tea at the end ofthe day, to be followed with a tour of theclub’s fascinating museum.

Though 300 delegates are expectedto attend Convention, BASS hasconfirmed plans to be able to seat a totalof 500 people down for the Gala Dinnerand The Ship Supplier will be keeping aclose watch as plans unfold forConvention and will continue to bringsuppliers news on this unique event sowatch this space! �

New

Associate

Members

1st August 2012

CV. Citra Rizqi Mulia,Jalan Mahoni Blok D/V/No.40,

Jakarta 14270, IndonesiaContact: Dedi Arisandi

E-mail: [email protected]

Twins Shipping Agency,6 Mahmoud Sidky St.,

El Ekyaby Tower – 1st Floor,Port Said, Egypt

Contact: Karim SalamaE-mail: [email protected]

Hsinchi-Shunfeng

Trading Co. Ltd.,No. 63-2 Siao Gang Road,

Kaohsiung City 812,Taiwan

Contact: Ryan SuE-mail: [email protected]

1st September 2012

Bocadillos Ship Chandling and

Marine Logistics,62/6 Wiawso Road,

Essikafoambaten No. 2, Takoradi,Western Region, Ghana

Contact: Joyce CauchyE-mail:

[email protected]

Cruise Shipping Lines,PB Box 16486, Jeddah 21464,

Saudi ArabiaContact: Hafiz Anwar Ul Haque




This has been a big year forLondon with all theexcitement of the Jubilee and

the Olympic Games but in addition toISSA 58 (see Convention preview onp56), 2013 will bring additionalexcitement to the English capital withLondon Shipping Week – a four dayindustry extravaganza which will seethe world’s ship owners, managers,charterers, brokers and suppliersconverge on London to meet, network,socialise and cogitate on the roleLondon can play in helping shippingemerge from the worst recession inliving memory.

And proud London should be of itsmaritime credentials because for manydecades it has boasted predominancewhen it comes to the supplying ofthose crucial financial and legalservices the shipping industry sodepends on. Not only are the industry’stop 30 or so international tradeassociations based in London but thecapital is the home to Lloyd’s ofLondon – the world’s main shippinginsurance market (and everything elsethat goes alongside it) – as well as theBaltic Exchange and over 200shipbroking firms.

London Shipping Week (eventdates to be confirmed) is not only beingsupported by many of the world’s trade

associations, but the event is beingbacked by the British Government andalso London bodies such as theCorporation of London and City Hall– the office of Boris Johnson, Mayor ofLondon. CityUK, which bringstogether UK Trade and Investment,the governmental organisationpromoting international trade and theMayor’s Office has put its weightbehind London Shipping Week andwill ensure that its 250 plus members –all the leading banks, insurers, lawyersand financial institutions in London –all support London Shipping Week as well.

The week-long extravaganza isbeing coordinated by ShippingInnovation – a shipping conferencesand events business set up by ElaborateCommunications (publishers of The

Ship Supplier) and Oxford-basedPetrospot (publishers and organisers ofconferences and events in the bunkerindustry). Si, as it is known, will ensurethat all visitors to London ShippingWeek get the most out of the week’sevents. It will hold its own one-dayshipping conference during the weekplus host a glittering shipping awardsdinner.

For more information about LondonShipping Week please visit the website atwww.londonshippingweek.com �

Bringing the shippingworld to London

1st September 2012

CV. Gamarends Marine Supply,JL. Jepara VIII/5, Surabaya,

IndonesiaContact: Marbun


Marine Equipment & Services

Establishment,PO Box 16679, Jeddah 21474,

Saudi ArabiaContact: Mohamed SalimE-mail: [email protected]

Waves Logistics,21, Mahavir Darshan (2nd Floor),

14/16 Bhandari Street, MasjidBunder (West), Mumbai 400 003,

IndiaContact: Tarun V. Ghosal



The Ship Supplier Editorial Teamwould like to encourage ISSA membersto get in touch and share their news andviews with us.

The Ship Supplier is the only officialmagazine for ISSA members and we arealways searching for fresh stories andnews from the world of ship supply.

Perhaps your company is expanding,or you have a comment about shippingwhich you would like to share with ourreaders and your fellow suppliers?

We are also happy to receiveinformation and images connected tospecial events or celebrations within yourcompany – whether serious or lighthearted, we want to hear from you!

Please send all contributions to The

Ship Supplier Editorial Team at:[email protected]

New

Associate

Members



Anew software programme hasbeen launched by Wrist ShipSupply to help improve the

health of seafarers.The Danish-based company

explained that the Xena software is amenu-planning tool and electroniccookbook that gives ship ownersinventory control, reducing waste andenabling transparency to ensure theystay within nutritional guidelines. The

recipes also provide cost per mealinformation and reconcile this againstexisting food stock.

Xena enables ordering, stock andmenu planning that takes into accountregulations around seafarer cateringstipulated in the Maritime LabourConvention (MLC) 2006, which isexpected to enter into force nextAugust.

While the regulation will benefitship owners by giving them a regulatorypoint of reference for the first time, thiswill bring additional complexities forship supply.

Wrist said that managing thesecomplexities through an intelligentsoftware system would deliver genuinevalue to ship owners and operators,enabling them to concentrate on coreoperations, reducing the risk of finesand providing a resource that deliverstransparency and budget control.

Robert Steen Kledal, ManagingDirector of Wrist Ship Supply, said for

many seafarers, away from theirfamilies for lengthy periods and facingthreats of piracy, mealtimes were akey social part of the day so cateringfor a crew’s nutritional needs wastherefore a priority. The quality offood also has to be balanced withreligious dietary requirements,allergies and healthy eating standards.

He said: “Transparency andbudget control are key priorities forour customers and, in the currentmarket, ensuring optimum efficiencyis a challenge. Add to this the realityof regulation such as the MaritimeLabour Convention 2006, and we seea real need for a software programmethat can deliver a solution for both ofthese issues.

“Xena has been developed toprovide an intuitive and interactiveprocurement process and we arepleased to launch this software at atime when efficiency is at apremium.” �

Supplier launches software to help seafarer nutrition


Proving age is nothing but anumber, players aged 60 plus fromacross the globe took part in the

Grand Masters Hockey World Cup inOxford, UK, this August, with ISSAExecutive Vice President Wim vanNoortwijk representing his homecountry of The Netherlands.

According to Mr van Noortwijk(pictured), the tournament, in which theworld’s oldest hockey players compete insets according to age (60 plus, 65 plus

and 70 plus), is the perfect opportunityto create an international network offriends, while proving that despite thestresses, strains and seriousness ofbusiness, sport and exercise can help shipsuppliers to keep fit and well at any age.

Australia were the victors in Mr van Noortwijk’s set, with TheNetherlands coming third, but otherparticipating countries includedSingapore, Germany, New Zealand and England. �

Gaylin International has openeda new Kuala Lumpur officewhich will act as a marketing

and sales arm for the company. “Being located in the heart of

Kuala Lumpur, the office will supportus in our expansion into the Malaysiamarket, and allow us to be in closeproximity to our customers there,” saidManaging Director Desmond Teo(pictured). He noted how this new officehas come at a great time for thecompany, as Gaylin Malaysia – the

company’s facility in Tanjong Langsat,Johor Bahru, will be in operation fromOctober.

Gaylin, which specialises in steelwire rope, rigging gears and ship supply,has employed around 10 to 15 peoplein the new office, working in a100,000sq ft space. “GaylinInternational has built a strongfoundation through our 38 years ofexperience in this industry. We havehad a strong foothold in our currentoffices in Singapore and Vietnam, andare prepared for expansion into otherkey locations. Besides Malaysia, GaylinInternational is also looking intoexpansion into new markets like Korea,China, Middle East and Brazil. Withour IPO set for October, GaylinInternational is going through anexciting period, and we are preparedand ready to meet new challenges andpropel Gaylin International to greaterheights.” �


Forever young

After three years looking afterThe Ship Supplier magazineadvertisers, Samantha Turgis

(above left) is moving to a new positionwithin Elaborate making way for a newcolleague, Katrina Bruni (above right).

Katrina will be taking over theadvertising sales role early October andwill be your new contact for all youradvertising and marketing needs withinthe new look magazine. With anexcellent sales and customer servicebackground Katrina is keen to ensure themagazine and its associated productsremain market leaders and promoteISSA’s role in global ship supply.

Commenting on the growingElaborate sales team, Jean Winfield, SalesDirector, said: “We’d like to thank Samfor all her hard work and dedication tothe magazine and look forward toKatrina joining the team and taking The

Ship Supplier from strength to strength” Katrina’s email for advertising

enquiries is [email protected] Tel +44 (0)1296 682403

Gaylin opens Kuala Lumpur office

Katrina takes thereins at TSS

95 countries –and still growing!



AVS Global Ship Supplyrecently celebrated theaddition of its 95th service

point in its ever-strong global supplynetwork and now has its eyes on takingthis to 100 countries within the next sixto 12 months.

“In the beginning, we were onlyservicing the major ports such asSingapore, Rotterdam, Barcelona,Cape Town etc., but as the demand forour services increased, so did our needfor more supply points” said AykutCoşkun, Manager of Marketing andBusiness Development.

“We initially started with ownerswhom we had served from our localship supply business since 1976.

“This gave us an opportunity tobecome known to the ship supplycommunity and also to establish oursystems. I can say we are now trulyglobal.”

AVS Global Ship Supply is a shipsupply service provider and currentlyserves close to 200 ship managers in 95countries around the world.

“As most ship owners would agree,finding ship suppliers is easy, finding the

right one is difficult and timeconsuming,” Mr Coşkun added.

“We have heard all sorts of supplydisaster stories from masters andpurchasers, but by working with AVSthey basically eliminate the risk of theseas we are working with proven,accredited and reliable suppliers fromall around the world.”

AVS is looking at taking the numberof countries to 100 and with the safetynet it provides to the ship supplynetwork, Mr Coşkun said this shouldn’tbe too challenging: “The main reasonfor our success is that our suppliers

know that we do their marketing forthem and we pay them – it doesn’t getbetter than that.”

“For our ship managers it’s muchthe same, they have access to the wholeworld through one contact and they getthe same payment terms all around the world.”

Mr Coşkun concluded that AVStruly does offer a “one stop shop” to itsclients.

AVS is currently seeking supplierapplications for the Caribbean – please email applications [email protected] �

AVS Global Ship Supply has created a strong worldwidenetwork from its headquarters in Istanbul

Aykut Coşkun (fourth from right) pictured with AVS PresidentVahit Şimşek (fifth from left), the AVS team and supply partners


Hamburg-headquarteredGerman ShipsuppliersAssociation has published

the 40th edition of its annual GermanShipsuppliers Register containinginformation on 148 ship storemerchants in 28 ports in Germanyand Austria and some specialisedmaritime lawyers.

In addition to company names,addresses, telephone, telex andfacsimile numbers, email addresses,web sites and lines of business, theRegister lists the names ofproprietors, branch offices, ports ofdelivery, departments, managingdirectors, managers, clerks, agenciesand information on the distributionof specific items.

More than 4,000 copies of the120-page A5 size English languageRegister will be distributed worldwideto ship owners, shipbrokers, ship

suppliers, companies allied to theshipping industry and to shipyards.

The Register includes data onAssociation member companiesconsidered as bona-fide ship storemerchants and it enables a ship owner toselect his supplier from a large numberof companies. It provides extensiveinformation on the ship store trade inGermany and Austria for the wholesalertrade and others connected with theshipping industry.

An online version of the GermanShipsuppliers Register 2012/2013 canbe downloaded from the Association’swebsite www.shipsuppliers.de under“Publication”, “By our Association”.

Companies interested in the printversion of the Register can be includedin the distribution list for next year’sdelivery. Please send company details tothe German Association office by emailto [email protected]. �

German ship suppliers publishtheir 2013 Register



It is with great sadness that we report the death ofAna Steinberg who has died aged 56 after a battlewith cancer.Upon the untimely death of her husband Giddy

Umbrasas four years ago, also due to cancer, Annastepped up to the plate and with daughter Ashley tookon the running of European lamp and fittings supplierCambridge Agencies of Montreal.

Together, over the years, Anna and Giddy attendednumerous ISSA Conventions and were often the onlyCanadians not directly involved in the running of ISSAto do so.

Just after the COMPASS Meeting in 2010, herbreast cancer returned after a 10 year hiatus. She foughtit as best she could over the ensuing two years but passedaway on 15th August.

Daughter Ashley has confirmed she will carry on thebusiness aided by her younger sibling, Danielle. �

It is with great sadness, the DanishShipsuppliers Association has announcedthe death of well-known member Jørgen

Bøjen on 26th July.Jørgen, who was 75, had a long history

within the Danish Association. After being aBoard member for a number of years, hebecame Association Secretary in 1995. In 2007he was elected as an Honorary Member ingratitude for his many years of devoted work forthe Association.

Jørgen was very active during his career andattended many ISSA conferences together withhis wife, Karen.

He will be greatly missed by the members ofthe Danish Shipsuppliers Association. �


Jørgen Bøjen

Anna Steinberg

Jørgen Bøjen

Marine power generation andpropulsion specialistNorthern Lights has come

up with a solution for the removal ofsoot and particulate matter oftenassociated with diesel poweredequipment.

DECS, or Diesel ExhaustCleaning System, is based on DCLInternational’s MARINE-X™ system.DECS removes particulates as theyare emitted from the engine. Air andwater quality in and around the vesselare vastly improved, offering a clean,enjoyable environment for everyoneonboard and in nearby waters.

When equipped with DECS,exhaust gas is routed through acatalytically coated ceramic filter. Sootis trapped and the filter is kept free ofrestrictions. DECS uses a passiveregeneration process. With DECS, theNorthern Lights generator setfunctions as normal while particulatematter is continually burned off usingthe heat emitted by the engine’s ownexhaust.

At a conservatively rated exhaustgas temperature of 300° C, the sootburns away and transforms intoharmless CO₂. DECS’ modular steelhousing and removable elements are

designed to thrive in the unforgivingmarine environment. The polishedexterior of 304-stainless steelmaintains a low-service temperaturewith a high polish to complement theengine room.

DECS is CARB Level 3 verifiedand NO₂ compliant, and is customengineered to be application specificto best fit the engine roomconfiguration and individual filtrationneeds. The fully featured monitoringsystem records critical engineinformation while meeting orexceeding classification societyrequirements.

The team behind superfast MaritimeVSAT system H2OLiteSpeed hasreached a new milestone with the 200thinstallation of the system completed.

H2OLiteSpeed is a high speedbroadband VSAT solution developedspecifically for the maritime market by aconsortium consisting of Europe’sleading satellite provider SESBroadband Services, leading maritimesatellite communications partnerH2OSatellite and antennaemanufacturer KNS.

Welcoming the news RobertKenworthy, MD of H2OSatellite said:“I have said from the beginning thatthis is a great maritime package andreaching this milestone of 200 vesselsproves this. The Litespeed package willcontinue to go from strength to strengthand I look forward to seeing the resultsof the next year with furtherdevelopments to the product rangewithin the package”

He added: “H2OLiteSpeed turnsthe ship into a remote office complete

with VPN links, file transfer/sharing,video conferencing as well as email,data transfer and remote support.”

H2OLiteSpeedreaches 200 milestone

Breathe easy -exhaust treatment for marine diesels


New Lilaas levertakes centre stage at SMM

Lilaas, global manufacturer ofcontrol levers and joysticks for themaritime and offshore industries,

is launching its new electronically-controlled LO1 lever range at SMM inHamburg.

The LO1 range marks a majortechnological step forward for thecompany and for the industry itself. Therange incorporates advanced softwaresolutions and a digital display screen andbrings together the functionality ofmultiple joysticks or levers in a single unit.

In addition, a wide range of differentfunctions including tension and forcefeedback can be programmed to meetindividual customer requirements.

Lilaas has paid particular attention tothe design of the new lever and isemphasising its unique aestheticappearance in an industry where

conventional levers have all looked thesame until now. Optional colour andengraved switch text in the event ofbacklight failure are particular features ofthe new design.

The built-in TFT LCD display showsthe position of the lever and feeds backinformation from the ship’s systems thatare being controlled. It is a key feature ofthe design. The display screen also allowssettings to be easily configured by theuser to suit individual preferences muchmore easily than in the past.

According to Lilaas, the fact that thedisplay is an integral part of the lever’sstructure makes the LO1 class leverseasier to use, as all the informationrequired by the operator is available inone place. The levers have also beendesigned to ensure a high degree ofredundancy in the event of technical

problems, and feature capacity touchswitches, with up to four for azimuth orsingle controllers and up to eightcovering a double controller.

The switch text has been engraved onthe lever as an added precaution againstelectrical failure. Other features of theLO1 range include an isolated analogueand emulated potentiometer output, anisolated back-up system and an analoguedimming input.

Lilaas is marketing a core designplatform for the LO1 series, withdifferent models available for azimuth,thruster or propulsion control, and arange of options to facilitatecustomisation.

Market News

Market News

Fire, Rescue and Safetyservice expansion in China reports WSS

Wilhelmsen Ships Service(WSS) is expanding andupgrading its service stations

in Shanghai and Guangzhou in directresponse to market demand for Fire,Rescue and Safety (FRS) services,according to Jason Chew, GeneralManager China.

“As demand for professional Fire,Safety and Rescue services in Chinacontinues to grow at a fast pace, we arerecruiting and training a team ofqualified technicians to service ourcustomers. In addition, we are expandingour capabilities across China to provideour solutions to local customers, as wellas continuing to support internationalvessels,” he said.

As part of the expansionprogramme, WSS’s Guangzhouworkshop has been relocated and its

capacity increased to 850sqm, nowincluding storage and space to enable theservicing of 120 life rafts every month. Inaddition, six highly trained in-houseservice technicians and three servicevehicles manage service jobs throughoutSouthern China.

Mr Chew added: ”Investing inmanpower, more advanced equipmentand tools allows for better efficiency andimproved customer service. We currentlydeliver about three dozen orders permonth which includes offshore projects.By utilising the upgraded service stationand our extended network, we areconfident that we can increase theamount of servicing we carry out with35-40% by the end of the year”.

WSS’s service station in Shanghai islocated on the outskirts of the city andhouses both safety and life raft servicing

facilities for the Central China region.The station has eight service techniciansand handles over 100 orders per month.Following its recent upgrade, theworkshop has increased to 986 sqm insize, to include a 90 sqm training areaand five sets of training skids includingCO₂, Dry Powder, Foam, LAFF andMO₂. In addition, the training facilitycan accommodate up to 21 people.

Currently, WSS China has threeapproved FRS service stations and fourlife raft service stations located inShanghai, Dalian, Qingdao andGuangzhou which between them coverthe entire Chinese coastline. Mr Chewconcluded: “By carrying out installationsand other technical services in theselocations, the travel time and cost oftechnicians can be significantly reduced,minimising disturbance to the crew.”

Market News

New world recordfor highest freefall lifeboat

The world’s leading lifeboat anddavit manufacturer Schat-Harding has set a new freefall

lifeboat record with its new generationFF1200 boat. The boat was successfullydropped from a freefall height of 60metres. The world record drop wasconducted as part of the certificationtests of the boat.

“The FF1200 managed this heightin an excellent way,” said Geir Arne

Veglo, CEO of Umoe Schat-HardingEquipment AS. “The FF1200 enteredthe water cleanly and made excellentheadway.”

The boat was loaded with seventonnes to simulate the full capacity of70 x 100kg people. As part of the test,the engine was started immediately andwas left running for four hours alongwith different manoeuvring tests.

The FF1200 is the only lifeboat thathas completed the full-scale tests set bythe new requirements for freefalllifeboats on the Norwegian ContinentalShelf, DNV-OS-E406 standard. Afterthe freefall test this week, the FF1200 isnow the highest certified freefalllifeboat.

Thee ability to drop safely fromgreater heights is required as offshoreinstallations get larger. The FF1200 was

designed for that purpose and to meetstringent new standards forperformance in heavy seas which willfacilitate the evacuation of rigs andinstallations in the Norwegian NorthSea.

“This lifeboat has been wellreceived in the market. Schat-Hardinghas already secured orders for 47systems and is now receiving morerequests for new projects. We haveexciting times ahead as the Norwegianand global offshore markets develop,”said Veglo.

The FF1200 boat can carry 70persons secured in special seats with 5point harnesses. After dropping into thewater the boat momentum carries itclear of the rig, after which a highpower 280 hp engine speeds the boatclear of the rig.

When it comes to high-end tech, music is onearea where youdefinitely get what youpay for and these made-to-order headphonesgive phenomenal sound.Audiophiles will relishthe lacquered ear cupinlays (hand-crafted inZebrano wood),Ethiopian leather earpads, titanium-plated drivers, gold-plated plug and Kevlar-coatedcables. Simply the most lavish headphones on the planet.

www.firebox.com£1799.99

Zebrano Ultrasone Edition

10 Headphones

Play

Muse began their career as a rock act, albeit with dreamy pianoelements, but with album number six, the trio has forayed into nichegenres including symphonic rock and even dubstep. Epic lead single‘Survival’ served as the official song for the London 2012 Olympicsbut is this rock opera perfection or mere pretention? You decide.

The 2nd Law Helium 3

Having gained an extensive fan base after winning the2010 Mercury Music Prize for their debut album,ambient indie band The XX is back with Coexist – acollection of tranquil tunes with bite. First single‘Angels’ is a delicate love song which flaunts bittersweetfemale vocals, marking a poignant, yet irresistiblecomeback.

CoexistYoung Turks


The XX

Muse

A sleek little gadget which slides onto your iPhone, the Kogeto Dot allowsyou to shoot fully panoramic 360˚ videos which are then ‘undistorted’ usinga free app. The effect is an exciting take on the virtual tours seen on propertywebsites and travellers can upload realistic vistas of stunning views, nightlifeor beach scenes.

www.kogeto.com$49.00

Kogeto Dot

s

This novel by world famous HarryPotter author J.K.Rowling is causing astir in the book world as it is her firstaimed at an adult readership.When Barry Fairbrother diesunexpectedly, his small towncommunity is left in shock, but whatlies behind the facade of such a prettyand tranquil place is a town at war.The rich at war with the poor,teenagers at war with their parents,wives at war with their husbands andteachers at war with pupils.

Rowling made her fame andfortune from her much celebratedseries about a young wizard and hischums. Now readers can decidewhether she can cut it with grown-upstoo.

The Casual VacancyBy J.K. Rowling

Little, Brown and Company£20

Best known for his monumentalphotographs of mountains andparklands, Ansel Adams had afascination with water and this displaycombines famous photographs fromthe 20th Century with equallystunning but lesser known works. There are crashing waterfalls, ragingrivers and beautiful icescapes, as wellas Adams’s largest known works – aseries of three murals produced forthe American Trust Bank.The exhibition traces thephotographer’s development from ayoung boy taking holiday snaps andincludes the very first photographAdams ever made, aged 14, featuringa watery pool at the Panama PacificExhibition of the 1915 World’s Fair.

Ansel Adams: Photography from theMountains to the Sea

9th November to 28th AprilNational Maritime Museum

www.rmg.co.uk

Quay offers diners not only some of the bestAustralian cuisine but also one of the best viewsto enjoy it in, being situated in the dress circle ofSydney harbour.The restaurant, which was voted No. 29 in thisyear’s S. Pellegrino’s World 50 Best Restaurantslist, has gained wide critical acclaim since chefPeter Gilmore took over at the helm last year.His aim – to create original, beautifully-craftedfood with a big emphasis on texture, harmonyof flavours and a sense of overall balance.In his test garden he grows heirloom and rareplants to experiment with and then has themgrown on a larger scale, so on the menu youmight find such creations as a starter of sashimiof blue mackerel, smoked eel flowers, seascallop, pickled apple and nasturtiums.Quay’s menu can be enjoyed in two ways – thefour-course menu (five choices per course) forA$165 or the tasting menu for A$220 consistingof eight tasting plates with the option of aclassic wine match for a further A$95 perperson.

QuayOverseas Passenger Terminal, The Rocks,

Sydney 2000 www.quay.com.au

New venture

Room with a view

Picture perfect

Aerhours


arctictribe alaskan malamutes | working with the …...f irst of all, i would like to say that...

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