arctictribe alaskan malamutes | working with the present ... · countries such as brazil and...

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 55 2012

Foreword 9

Regional Focus 11

Duty Free 18

Lifesaving 20

Talking Point 24

Cruise 26

Offshore 28

ISSA E-Learning 31

Cleaning 32

Purchasing Managers 36

Diary Dates 41

ISSA and Ship Supply News 44

Market News 50

Play 55

After Hours 56

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.ukAcorn Farm Business Centre

Cublington Road, WingBedfordshire LU7 0LB

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

Publisher Sean MoloneyMedia Director Jean Winfield

Editor Helen JaureguiJournalist Samantha Giltrow

Advertising Sales Exec Katrina BruniAccounts 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, othersenior personnel with purchasing responsibility and most

marine and trade related organisations.

36

20

32 26

2012 Issue 54 The SHIP Supplier 7

This year promises to be anexciting one as London playshost to the first of three ISSA

annual Conventions.Preparations are well underway for

the 58th Conference and TradeExhibition and you can read moreabout it on pages 44 and 45. Thewebsite is up and people can see whatConvention will offer by visitingwww.shipsupply.org/conventions. Youwill also be able to find out more aboutsponsor and exhibition opportunities aswell as secure your attendance byregistering directly on the website.

Before we reach that time, we shallhave the first ever Regional Meeting inIndia, a key area where we know thereare many associate members andpotential members who would like todiscover more about the association.

We decided to hold the meeting intwo places – in Mumbai on Saturday2nd February and Chennai on Saturday9th February - the reason being thatIndia is such a vast area and we wantedto give as many associate members aspossible the opportunity to attend.

We have sent a form to all associatemembers in India so they can registertheir interest and we have alreadyreceived many replies. We also plan toinvite managers, owners and othermaritime representatives. The responseso far has been extremely positive andconfirms our belief that a meeting inIndia was the right thing to do.

Both meetings will be held over oneday and we will tell participants what wedo, how and why we do it, and that waywe might also encourage people whoare not already members to join.

Topics will also include ISSA’sstrategy, the importance of the ISSA

Quality Standard and the need forassociate members to make use of theirassigned representative on the ISSAAssembly, as well as more informationabout the annual Convention.

We hope it will give people a senseof importance and a connection toISSA - the organisation is based faraway and often all they see is the logo,so we hope this will demonstrate whomand what is behind the logo.

I have never been to India thoughsome of the other attending Executiveshave, so I expect it to be very interestingas well as providing the opportunity tovisit some of our maritime colleagues.If anyone wants further informationthey can email ISSA Secretary SpencerEade at [email protected]

We are also working on getting theWatchdog initiative up and running. Itis one of the top priorities at themoment and hopefully we can presentthe project at Convention in May.

We agreed at the Executive meetingin October to produce a survey to givemembers the opportunity to give theirviews on the new ISSA EducationProgramme - to learn more about this exciting Programme and thisimportant survey, please see pages 30-31.

InterManager also held its AGM inCopenhagen in October and Wim VanNoortvijk, ISSA Executive VicePresident, was elected as one of fourVice Presidents for InterManager, sothis will strengthen even further ourrelationship with the association.

Finally, I would like to wish you alla happy and prosperous 2013.

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]


The growing offshore oil and gassector in India is giving somewelcome relief to many of the

country’s ship suppliers as they losetrade due to the diminishing iron oremarket.

“India has traditionally been aleading exporter of iron ore and thistime last year, GAC India provided shipagency and specialist dry bulk servicesfor an average of 25 ships exportingiron ore per month,” said PaulHaegeman, Managing Director, GACShipping India.

“However, legislative changes andmine closures have slowed down theexport of iron ore at many key sitesacross India, particularly in Goa andKarnataka. Indian’s iron ore exportshave reportedly declined by over 50%,and the effects on the shipping industryare certainly being felt, with reduceddemand for ship agency services.”

While the iron ore market isdecreasing, the offshore oil and gassector is growing rapidly, providing aboost to the shipping and specialistlogistics sectors involved in upstreamand downstream activities.

Off the east and south east coasts, anumber of blocks have been allocatedfor exploration and production, withseveral large contracts being awardedrecently, said Mr Haegeman.

There have also been reneweddrilling activities in India’s oldest andmost developed oil field, Mumbai High,which he said would significantlyimprove India’s ability to meet therapidly increasingdomestic demand.

“The growingoffshore oil and gassector has givenrise to an increasein the demand for

ship supply service,” said MrHaegeman.

Despite iron ore exports reducingthere have been some positive signs inthe bulk trade too with Indian energycompanies importing coal fromcountries such as Brazil and Australiaamong others.

He said India was one of theworld’s leading importers of coal, usedto power the country’s rapidinfrastructural growth and to meet itsdomestic demand, and GAC, whichoperates from 29 of the country’s ports,had seen an increase in importsparticularly across the east and westcoast terminals.

“In time, we expect this to lead to amarked increase in the number of drybulk carriers calling at the country’sports, as we shift to importing coalrather than exporting iron ore.”

Indeed, a number of privatecompanies have developed additionalcoast terminals to meet this demand.

The government, too, hasrecognised the need for ports withbetter infrastructure for mechanicalhandling and deeper drafts toaccommodate new generation ships,and is encouraging privateentrepreneurs to invest in and helpdevelop ports.

“We are seeing a growing numberof new ports being developed byprivate companies – both containerterminals handling new generationcontainer ships and new LPG/LNGterminals,” said Mr Haegeman.

“Much of this development is beingdriven by the private sector, withsupport from the Indian Government.However, the process of awarding theprojects is sometimes slow, especiallywhen it involves private companiespartnered with established internationalcontainer terminal operators and, as aresult, there are some delays in thedevelopment of new terminals.”

So, how does he expect business todevelop over the next 12 to 18 months?

“We expect the offshore industriesto continue to develop, with more fieldsgoing into production mode and manymore blocks being allocated forexploration. The rise in coal importswill continue to contribute significantlyto the Indian shipping industry andincreased infrastructural developmentwill also add a boost to the industry.” �

IndiaOffshore balances loss in iron ore market

Regional Focus


Preparations are well underway forISSA’s Regional Meeting in India inFebruary, with the event taking place intwo locations.

The first day-long conference willbe on Saturday 2nd February at theCourtyard Mumbai InternationalAirport hotel, with the second takingplace at the Trident Hotel in Chennaion Saturday 9th February.

Associate members have beeninvited and it is hoped that many othersuppliers currently not in ISSA will bein attendance, along with ship

managers, owners and otherrepresentatives within the maritimeindustry.

The one-day workshops will outlinewhat ISSA can offer to members andpotential members along with outliningplans for the annual 58th Convention& Trade Exhibition which will be heldin London on 31st May and 1st June2013.

For more details and to book your place please contact ISSASecretary Spencer Eade [email protected] �

Plans underway for India Regional Meeting

Regional Focus

Business is booming for the shipsupply market in Uruguay andit is mainly down to two factors,

according to Mario H Fernandez delPuerto, President of the UruguayanShip Suppliers & Repairs Society.

The most important one is thegeographical location, particularly as the cruise market has increased in South America – by 20% over thepast two years – while excellentgovernmental legislation andregulation have also helped thecountry to develop from a point ofinvestment.

“The ship supply market inUruguay at the current time is in agood way,” he said.

“Ports are permanently active andgrowth in logistics and the import-export market is a permanent supportfor more vessels in our ports.”

Though business is increasing, hesaid it was very important for shipsuppliers not to be complacent and toplay close attention to the market as awhole including new regulations andcustomer profiles.

Challenges currently being facedby ISSA members there includeddifficult financial situations with some Greek companies and latepayments with companies fromcertain countries.

“We also have to consider that we have to be very competitive with

our prices too,” said Mr Fernandezdel Puerto.

“It is very important to keep in mindthat, today, prices are a main factor whenchoosing a ship supplier.”

The President said he could seebusiness growing over the next 12 to 18months, though suppliers would have to carefully consider plans anddevelopments in the county’s commercialand industrial agenda.

“Our sector has to be very prudential.Every day things change and challengescome from all angles. We must be veryconservative regarding the big changes inthe world economy and always controlthe growth in order to consolidate thestability that our industry needs.” �

UruguayPrudence is key

Regional Focus

With many vessels comingfrom US ports as theymake their way up

Canada’s two coastlines, the country’sship suppliers often have to contendwith a currency issue.

The Canadian dollar used to haveconsiderable strength over its UScounterpart but the advantage is nowno longer there, according to RockyRocksborough-Smith, ISSA SeniorExecutive Vice President andPresident of the Canadian ShipSupply & Services Association.

“This currency advantage offsetsthe disadvantage we had in terms of

pricing in generalwhere the UnitedStates with its muchlarger market couldproduce goods,especially dry storesmuch morecompetitively,” he

explained.“Now,

however,with the two

currencies being virtually on par andstill with the American productionadvantage, it has made the ship supplybusiness that much tougher.

“Customers are mainly coming toCanada for the commodities – coal,wheat, sulphur, potash etc – at leastcertainly on the west coast where thegreatest amount of tonnage lies.There is business from general cargovessels and cruise ships but the latteris particularly seasonal.

“It really is a case of who is afterwhat commodity – there is really noset pattern, it could be China, Japan,Russia or Korea,” said MrRocksborough-Smith.

As for the east coast of Canada,the trade is mostly coming fromEurope, America, South America andSouth Africa, mostly dealing withsimilar commodities to the west coastwith the addition of commodities suchas paper, gyproc and salt. The eastcoast is also dealing with moreoffshore exploration and drilling foroil and gas as well as fishing.

In the St Lawrence River andGreat Lakesregion, thecommodities beingmoved are alsosimilar to those onthe west coast,however iron ore,paper and salt arealso big movers.

TheresaCardinal, of the

CSSA Secretariat, said: “The GreatLakes provides an excellent avenue forfarmers in Canada and the mid-westUnited States to ship theircommodities to markets around theworld.

“However, ship owners transitingin the Great Lakes these days areposed with many more challenges.Vessels are now having to respect theincreasing standards being imposedon them by federal and stateregulations for ballast water treatmentand emissions, which are not currentlyseen anywhere else in the world.”

Ms Cardinal also said the GreatLakes trade was becoming more of aspecialised trade which, in the end,could result in vessels being builtstrictly for trading in the Great Lakesand trans-shipping their cargos ontolarger vessels in the river for export.

As the world shipping marketcontinues to struggle so does the shipsupply market and like many otherparts of the world, business is showingno signs of improvement in theimmediate future.

“It’s certainly not increasing, atleast not to any appreciable event, andit’s probably safe to say it’s notdecreasing but rather remaining flat.Some companies are showingmarginal gains, but most are happy toremain steady given the nature of themarket.

“Over the next 12 months I seelittle change,” added MrRocksborough-Smith. “Possibly, by 18

months, yes, againtaking a cue from theinternational shippingcommunity where talksuggests that toward the end of 2013 weshould see gradualimprovement.” �

CanadaCurrency making business tougher

Regional Focus

14 The SHIP Supplier Issue 55 2012

While ‘fracking’ has become abuzzword in the energymarket, ship suppliers in

the US are seeing an impact on theirbusiness as the number of ships in thissector decreases.

Advances in technology have nowmade it possible to extract oil and gasreserves from shale rock and inmountainous areas of the US it isbecoming a booming industry.

“In places like North and SouthDakota there are boom towns. It’s like theold Wild West and people who don’t havejobs are flocking there,” said Alan Kotz,ISSA Representative for the NationalAssociation of Marine Services andPresident of Baltimore-based R S Stern.

“They say the United States hasunbelievable reserves of oil and gasand up until recently we just didn’tknow how to get it out of the rock. So,this has affected a certain sector.”

The LNG market is also very slowsince the earthquake and tsunami inJapan last year: “They are paying amuch higher price than US receiversof this product are willing to pay so itis practically non-existent, and thatwas a nice piece of business for a lotof suppliers,” said Mr Kotz.

In other areas, such asPhiladelphia which was known as abig tanker port, refineries are beingclosed down, many of them becausethey are so old: “Now they are just

bringing in the finished productinstead of the crude oil and that isaffecting suppliers.”

Despite the downturn in somesectors, Mr Kotz said business hadbeen balanced by stronger activity inother markets: “In some areas it hassteadily been returning to the levels of2008. For example, in my own area inBaltimore, bulk exports of coal arevery strong and the importing andexporting of automobiles is verystrong, as is the container business.

“Overall, we are all still here andthere are some very strong markets. Ithink the most important thing is to control our expenses in thesedifficult times.” �

United StatesFracking boom affects suppliers

Regional Focus

The “dark clouds of theworldwide crisis” which sofar has largely affected

Europe are now hovering overBrazil, according to the VicePresident of the Brazilian ShipSuppliers Association, PauloRodrigues.

“As a consequence, it is bringinga considerable drop in the overallprofitability of the business and anincrease in competition among itsmembers,” he said.

“Payment terms have worsenedconsiderably, with customers ingeneral taking much longer periodsto honour their debts. One of the main worries is the ever-growing

number of non-payments and theunbelievable quantity of ships beingarrested on such routes along theBrazilian coast.”

Mr Rodrigues said largewholesalers had also “invaded” theimportant niche of cruise ships,bypassing traditional ship suppliers –their former clients – and in doing sodrastically reducing the number ofgenuine ship chandlers supplying tocruise lines.

However, there is also some goodnews for the country’s suppliers interms of the cruise ship sector anddespite all the negative issues, it isexpected to grow about 3.5% in thecoming year.

The oil and gas sector too isremaining a positive sector forsuppliers, guaranteeing steady growthfor many years to come.

“This has become a key area with substantial official investmentsbudgeted,” said Mr Rodrigues.

“Ambitious projects are beingplanned and financial andtechnological support is not aproblem at all. This has encouragedmany foreign interests to come to Brazil and seek every imaginableform of cooperation with localentrepreneurs which would, inprinciple, ensure that occasional legalor fiscal restrictions to foreign moneyare easily overcome.”�

BrazilDark clouds now over Brazil

Regional Focus


Duty Free

Some of the world’s most iconicscents could change forever if newEuropean Commission (EC)

legislation is brought in forcing perfume-makers to change the formulas of their fragrances.

Regulations could be brought inrestricting the use of natural ingredientslinked to allergies, if recommendationsissued in July by the EC’s advisoryScientific Committee on ConsumerSafety (SCCS) become law.

Allergy to fragrance ingredients isthought to affect between 1% to 3% ofthe European population and in 1999the committee identified 26 fragranceallergens and consequently introducedthe Cosmetics Directive 76/768/EECrequiring manufacturers to list theseingredients individually on the label ofcosmetic products containing them,when they are present in the productabove certain low concentrations.

Since then, more information hascome to light on allergens prompting theSCCS to review the list and the newrecommendations include restricting theuse of 12 substances including citral,found in lemon and tangerine oils, to0.01% of the finished product. They alsopropose an outright ban on tree mossand oak moss which provide base notesfor two of the most popular scents -Dior’s Miss Dior and Chanel’s No.5.

Dr Christopher Flower, Director-General for The Cosmetic Toiletry &Perfumery Association, the voice of the

cosmetic, toiletry and perfumeryindustry in the UK, told The Ship Supplier not everyone shared the SCCS’s opinion.

“There needs to be a gathering ofother views so that the actual, asopposed to hypothetical risk can beassessed. After all, you could say that ifyou know you have a sensitivity tofragrance, simply choose fragrance-freeproducts rather than spoil the enjoymentof others who have no problems with theuse of fragrances, in the same way wedon’t ban peanuts, shellfish orstrawberries, yet many people can’ttolerate these foods.”

He said the fragrance industry wascurrently involved in a discussion withthe EC to ensure the next steps weretaken on the basis of clear facts and data.

Katerina Apostola, Press and MediaOfficer for Health and Consumer Policyat the European Commission, said: “Noproposal for measures has yet been madeby the Commission. The Commission iscurrently reflecting on the mostproportionate and adequate means toimplement this opinion in order toensure consumer information and safety,while maintaining sector innovation and competitiveness.”

Three years ago, the CosmeticProducts Regulation, EU Regulation1223/2009 was also adopted replacingthe Cosmetics Directive to bring aboutan internationally recognised regimewhich reinforces product safety.

Although most of the provisions are notapplicable until it officially comes intoforce on 11th July 2013, some havealready been enforced.

It includes the requirement that allproducts and their raw materials willhave to be disclosed on an EU database,so in the case of an adverse event wherea cosmetic ingredient may be affectingthe consumer this can be dealt withsufficiently. The new laws are notexpected to change too much for largeror medium sized companies but areaimed at tightening up currentregulations regarding formulation andsupply of cosmetics.

However, Tea Kuosmonen, ProductManager, Perfumes & Cosmetics for MEGroup in Finland, said: “New legislationhas not been affecting the market yet. Inthe Travel and Retail business, biggerproblems occur such as the volcaniceruption in Iceland two years ago.People stopped travelling for a while.”

ME Group supplies duty free topassenger ferry lines operating betweenFinland, Sweden and Estonia and stocksthousands of different items. The biggestsuppliers are L’Oreal Luxe Travel Retail,Procter & Gamble, Estée Lauder groupand Christian Dior perfumes.

Ms Kusomonen said it was vital tomaintain a close relationship with brandowners: “All new launches are not alwayssuccessful so we need to keep our eyesopen and follow the market at all timesto avoid making the wrong decisions.” �


Lifesaving


Stayingalive

Lifesaving

“Money is a bottomlesssea, in which honor,conscience, and truth

may be drowned,” wrote the famedRussian Romantic poet Ivan Kozlov,but from the Titanic to the CostaConcordia, high profile incidents at seahave proven that maritime safety is onearea where no monetary expenseshould be spared in ensuring seafarerand passenger safety, in addition to thecontinued good conscience ofresponsible shipping companies.

Liferafts form a major element ofcrew safety, but only by ensuring theseare regularly serviced and that theyhold the correct equipment withinthem, can seafarer safety be assured.

As Hans-Henrik Madsen, VicePresident Global Service, VIKINGLife-Saving Equipment, told The ShipSupplier, if a shipping company fails toservice its liferafts regularly, in line withthe International Convention for theSafety of Life at Sea (SOLAS), the‘worse-case scenario’ can be extremelynegative, both for safety onboard andfor a ship owner’s reputation: “ Whenwe service a liferaft, we issue acertificate stating that it will befunctional for the following 12 months.If you haven’t had your liferaftsserviced before the expiry of theircertificates, you have veered into non-compliance with internationalregulations. As a result, there is a highprobability that Port Control will banyour vessel from sailing on.

“That will of course delay anytravel schedules, but you will also haveto pay expensive overtime to stay inport. On top of that, you will have tohave your liferafts taken off your vesseland transported to the nearest servicingstation, regardless of distance, countryborders involved, high local prices andpossible overtime payment.”

So, failing to keep liferafts regularlyserviced can prove to be an expensivegame, but Mr Madsen said owners canensure they never forget to act on thisthrough a notification service, such asVIKING’s Shipowner Agreement,

which includes a dedicated serviceplanner, to notify the ship owner well inadvance, in addition to agreeing themost optimal time and place to haveliferafts serviced at one of VIKING’s270 certified servicing stations.VIKING also offers readily servicedliferafts onboard in exchange for thoserequiring service, in a transaction whichtakes just a few hours.

“We are committed to ensuring thatliferaft servicing does not disrupt youroperation more than it absolutely hasto. By servicing their liferafts annually,ship owners achieve the highest possibleprobability that a liferaft will inflatewhen needed,” Mr Madsen said.VIKING liferaft stations employspecially trained technicians and areaudited to ensure they performservicing in line with VIKING’sdetailed service manual.

For ship owners, the importance ofreceiving liferaft servicing on a globalbasis cannot be understated in ourglobal industry and as Mr Madsen said:“Ship owners and managers would liketo be able to get as much of their safetyequipment serviced where they need itat predictable costs, so it is important tohave access to servicing stations thatservice more than liferafts.

“However, a network is not just anumbers game. It is important that ourcustomers can get their safetyequipment serviced where they are.That’s why the number of VIKING-certified servicing stations in Asia andBRIC markets have grownconsiderably. Instead of sheer numbers,substance, transparency and what’sreally included in the network are themost important parameters to ourcustomers.”

Drew Marine Signal and Safety,manufacturers of well-known safetybrands Pains Wessex and Comet, isanother company dedicated to creatingproducts in-line with SOLAS but withfocus on pyrotechnics – including thosewhich must be carried on lifeboats.Every SOLAS liferaft must carry aspecific arsenal of pyrotechnics – six

red hand flares, four red parachuterockets and two three-minute orangesmoke signals. Every ship that isregulated by SOLAS under theInternational Maritime Organization(IMO), which Drew Marine Signal andSafety estimates to be around 80,000 to85,000 commercial vessels globally, willcarry SOLAS liferafts onboard and so,must carry these pyrotechnic itemswithin these liferafts.

Chris Feibusch, Territorial SalesManager for Southern Europe, FarEast and the UK, said there are veryclear rules about must be carriedonboard lifeboats but in addition, thereare specifications which mean DrewMarine Signal and Safety must opentheir factories for rigorous testing of


• German fishermanNorbert Fischer (55) got into troublein the Baltic Sea when his cutter sankafter net cases moved onto one side,causing the boat to take on too muchwater. After enduring seatemperatures of 3°C for 15 minutes,he used two Comet Red Handflareswhich were spotted by the Germansearch and rescue, the DGzRS, whorescued him.

• Gary Guy got into troubleafter the engine cut out while he wastaking his nephew wakeboarding offAberdovey Beach, at Ynyslas,Cardigan Bay, in Wales. Just beforethe pair were knocked from the boatby a huge wave, Gary grabbed hisemergency bag. He successfully firedtwo Pains Wessex OrangeHandsmokes which were spotted byoff-duty Borth RNLI LifeboatOperations Manager Ronald Davieswho was on the shore, and a team ofRNLI volunteers from Aberdoveysped out to rescue the stricken pair.

Flaring upHow pyrotechnics save lives

products on an annual basis. “Thetesting is quite sophisticated,measuring light intensity, colourspectrums, temperature cycles for anumber of days at extremetemperature cycling. That kind ofthing needs expert equipment that’sindependently calibrated and havingthat kind of testing equipment withinour own factory allows us tocontinually proof our products.”

That said, Pains Wessex andComet products do not require testingafter purchase and once they havebeen put onboard they are “fit andforget” as Mr Feibusch confirmed:“They have an expiry date, but withinthis marked service life of three yearsthey are completely maintenance-freeand will perform on day one as theywill on the last day of their statedservice life.”

Mr Feibusch cites his enjoyment ofdinghy sailing as a young man as what

sparked his professional interest insafety onboard: “I came into thisindustry via the leisure industry. WhenI was growing up, flares were verymuch a part of what you had to carryonboard, though electronics havebecome much more sophisticatednowadays, there is still a great need forpyrotechnics and safety equipment –it’s a case of covering all bases,.

But does Mr Feibusch believesafety is the number one concern incommercial shipping? “I would say itis pretty high up the agenda,” he said.“If you were talking to a ship owner orcruise operator, their shareholders maybe more concerned about the bottomline which is why some companies onlyfulfil minimal standards for safetyrequirements, but sensible companiesshould put safety at the top of their agenda.”

Of course, a catastrophe at sea cannot only mean loss of life but also a

complete loss of reputation for ashipping company and as Mr Feibuschpointed out, litigation can also provevery costly for ship owners and so,some of their policy will be dictated byinsurers. “However, more thananything, our world is all aboutSOLAS and IMO – so apart from thecommercial situation, regulation, for alot of companies, is a box tickingexercise which they have to carry out.

“If a product has the ‘Ship’sWheel’ mark on them, this identifies itis approved under SOLAs regulations– this is good enough and ticks the boxand is all that is required for someshipping companies.” But he addedthat the cheapest options are notalways the best: “A lot of ship ownerswould want to align themselves with companies such as ours to showthey are taking safety seriously – our ethos and business is based on highquality.” �

Lifesaving

Lifeboat davits and release hooks have beeninvolved in a number of accidents, including fatalones. The causes consist of inadequate

maintenance, design faults and poor training. Theseaccidents led to concerns about the functionality andsafety of the hooks which in turn made the crews hesitantto perform these all-important drills. It is therefore safe tosay that the lifeboat’s reputation among crews all over theworld has been tarnished as a result of these accidents.

New IMO regulations (MSC.1./Circ. 1392) willchange all that. Lifeboat Release and Retrieval Systems(LRRS), as they are now officially termed, will beevaluated and verified against the new regulations nolater than July 1st, 2013. All vessels must get a compliantsystem installed at the first scheduled dry-dock after July2014 and before the deadline of 2019.

At VIKING, our certified service technicians servicelifeboats, release hooks and davits in accordance withIMO regulation MSC.1/Circ. 1206. In addition, ourfocus has been on being ready to help our customers tocomply with this new regulation which we also envisagewill be a dramatic improvement to lifeboat safety. Wehave already signed co-operation agreements with twoof the world’s leading LRRS manufacturers. Our safetyexperts are ready to guide our customers through theentire process as the time it takes to replace an LRRSdepends on the design and condition of the existingsystem and how many modifications are required. �


Hook, line and sinkerPoorly maintained lifeboat release hookshave been the cause of serious accidentsbut a new regulation aims to prevent moreunnecessary deaths. By Hans-HenrikMadsen, Vice President Global Service,VIKING Life-Saving Equipment

Talking Point

With so much happening inthe shipping industry –piracy, ballast water

treatment, the environment/regulationof Green House Gas (GHG) emissions,as well as global implementation of theMaritime Labour Convention and the need for increased flag stateimplementation, there is a lot on the plate of the newly electedInternational Maritime Organization(IMO) Secretary-General, KojiSekimizu. However, one thing is forsure, Mr Sekimizu has a realisticapproach to what can actually be donewith limited IMO resources.

By far the highest profile issuefacing the shipping industry isresolving the Somali piracy scourge –but as the IMO Secretary-Generaladmits, arriving at a solution is adifficult proposition: “We are allstruggling when it comes to Somalipiracy. We have resolved piracy in theMalacca Straits as the countries thereare co-operating to settle the piracycases and when the governments takeaction they can achieve this. When itcomes to Somalia it is a different story.An important aspect is that the IMOwill act to handle all anti-piracymeasures, by co-operating with naviesand encouraging the shipping industryto apply best management practices.”

Regarding the key issue of usingarmed guards onboard, he added: “Ihave proposed that the MaritimeSafety Committee debates it this year.But it is not an easy task as flag statesand port states have different views butthe shipping industry is moving more

and more towards involving privatearmed security guards. We have not yetfinalised our position on the issue but itis important that the IMO will involveall partners. We have a clear mandateto handle this matter.

“The UN is acting on this matterbut it says it is a matter of politicalpolicy decision-making. We all knowthat and we are struggling with ourlimited resources to see what we cando. We will make efforts to bring thismatter to an end but I cannot tell if itwill be resolved. It is easy to say weneed political decisions, but it is moreimportant that we ensure realsubstantial progress involving allpartners, shipping and the MemberGovernments. We need an all-inclusiveapproach.”

But with so many other challengesto solve, how will Mr Sekimizuapproach his new role? “It is still earlydays in my tenure as Secretary-General. Not only the shippingindustry but also the world economy isreally facing difficult times but at thesame time we have many issues thatare not resolved. We have the piracyissue and we also have to makesignificant progress towards a greenercarbon-free economy and the debateon Green House Gas emissions.” Thiswas against the backdrop of a financialcrisis in Europe and the impact thismay have on these countries’ ability tohonour their financial commitments tothe Organization and to implementthe important IMO instruments.

Another large element of work forMr Sekimizu is the Maritime Labour

Convention, which will enter into forcein August next year after it was ratifiedby the 30th IMO MemberGovernment this summer. And whilethe Convention is very much an ILOcomposed instrument, Mr Sekimizu isnot lost in its significance, especially asthe global industry deals with boostingshipping’s positive image to attractfuture talent to it as a career.

“MLC is definitely one of the mostimportant international instrumentstogether with SOLAS, MARPOL andSTCW. This is not an instrumentdeveloped by this organisation butnevertheless, in order to ensure asustainable seafaring business and asustainable maritime business, we needto promote future generations ofseafarers. We are all relying onsecuring future generations ofseafarers. To ensure this, we need a

Koji SekimizuSecretary-General, International

Maritime Organization (IMO)


Talks exclusively to:

coordinated effort at the IMO and alsoat the ILO as well as within industry.Here I mean ship owners, the trainingand education bodies as well as flagstates. They are all part of this effort tosupport this great seafaring business.

“The STCW convention willprovide competence requirement as itis the responsibility of the IMO toensure seafarer competence but whenit comes to the seafarers’ workingconditions, clearly MLC has animportant role to play. It has to beimplemented with the understandingand support from ship owners and theshipping industry in general. It is up toflag states to encourage ship owners toimplement MLC,” he said.

This ideology goes hand-in-handwith the IMO’s quest to drive for asustainable shipping industry which isits responsibility under the UnitedNation’s own initiative for globalsustainable development.

As he told The Ship Supplier, theIMO is a UN specialised agency andas the UN is moving towardssustainable development, the IMO’sresponsibility and role will be a little bitmore than just providing regulation.“We want to generate interest from allrelevant stakeholders includingshipping and Member Governmentsand through this process, educate non-maritime industries as to shipping’simportance.

Developing a sustainable maritimesector is the basis for future technical

cooperation. “So we are taking aninclusive approach. Ensuring goodtraining and a good future supply ofseafarers is important to sustaining afuture maritime industry. It requires acontinuous flow of excellent seafarers.”

Equally as crucial, he admitted,was working with all those stakeholdersto sell shipping’s benefits to position itas a viable career option for futuregenerations. “In that context ourrelationship with the MLC and ILO isimportant. If we do not tackle theonboard working conditions forseafarers, then that could result in anincrease in accidents and pollution.That would damage the image ofshipping then how can we promoteshipping to future generations?”

“We have limited resources, andmy role is to find a way of generatinga coordinated campaign to indicate theimportance of shipping. So we need abig platform like a UN-wide approach.After Rio+20, the UN is movingtowards sustainable development goalswhich may go beyond 2015 and all UNagencies are geared up to generatetheir own set of sustainabledevelopment goals.

“In my view this is a wonderfulopportunity to make use of thatplatform to sell the importance. So weneed sustainable development goals forthe maritime industry - not just for shipowners but shipbuilding, shiprecycling, manufacturers etc. They allshould be involved in supporting.” �


Talking Point

The IMO has yet to take a positionregarding armed guards onboard

Cruise

The cruise industry is stillgrowing at a rapid rate, buoyingbusiness for many ship suppliers

and providing segments for all to tapinto, from luxury vacations to budgetbreaks.

Many counties are reporting anincrease in the number of passengervessels in ports as cruise holidays nowcater for customers from allbackgrounds.

“The cruise market has increased forSouth America and it has become a veryimportant market,” said MarioFernandez del Puerto, President ofEMS Ship Supply (Uruguay) andPresident of the Uruguayan ShipSuppliers & Repairs Society.

“More companies are visiting duringthe season. During the last two years thecruise market, for us, has grown by 20%with around 200 calls, with peak seasonbeing from December to March.”

Abdul Hameed Hajah, Hon.Secretary, Singapore Association ofShip Suppliers (SASS) and ISSAExecutive Vice President, whosecompany Black Sea Marine & Tradingdeals with all facets of marine supply,said Singapore is a popular port forcruise ships, including for vessels basedlocally and those on much longer oraround-the-world cruises.

With so much potential for local shipsuppliers to tap into, Mr Hajah said:“Singapore is a port with a great manyship suppliers, albeit not all are capableof handling cruise ship storings. Yes,there’s a great deal of competition. Inaddition there’s also ‘competition’ fromthe foreign wholesalers and caterers,many of whom make multiplecontainer shipments from their homebase to storing ports like Singapore – ie,the supply containers are waiting for theship when it arrives.”

But what kind of products arepopular for cruise passengers visitingSingapore? “Cruisers are a bit of adichotomy! They consume a significantquantity of food but are very keen onthe minority health products. Onesmall example is ultra low-fat milk isordered for the cruise ship with 0.3%fat, whereas the very much less

sedentary average cargo ship crewmanwants his 3.5% fat full-cream milk.”

Describing some of the mainchallenges facing the cruise market inSingapore, Mr Hajah said having thecorrect range of goods available whenrequested is important. “Although thecruise season in South East Asia islengthening, there are still periods ofthe year when there are more shipsaround. Also, it’s important to ensurethe correct quality of products areavailable and all cruise companies havetheir own opinions and standards; whatsuits one, may not be suitable foranother, and it’s our job to understandour various customers’ needs. Expirydates on foods are very important andneed to managed thoroughly.”

Another area which has seen hugegrowth is the Middle East, where manyports have become attractive stops forcruise ships.

“The market has grownconsiderably in the Persian Gulf,United Arab Emirates and Oman,”said Peter Machado, Senior VicePresident for Seven Seas Shipchandlers,part of the EMS Seven Seas Group,based in Dubai.

“In the UAE there is a big choice ofhotels, restaurants and touristattractions and a lot of work has been


Cruise companies havetheir own standards; whatsuits one, may not besuitable for another Abdul Hameed Hajah, Hon.Secretary, SASS & ISSAExecutive Vice President

“”

put in to successfully increase theefficiency of handling customers in andout of the ports as well as the country.”

Salvo Grima, which has suppliedvessels in Malta for over 150 years, alsoreported a growth in the cruise sector.Due to its prime location, in the middleof the Mediterranean, the islandattracts a substantial number of cruiseships throughout the year and SalvoGrima’s warehouse, in Marsa, is justminutes away from where the cruiselines berth in the Grand Harbour.

Karl Aquilina, Senior Manager,Ship Supply & Logistics, said: “Most ofthe vessels in Malta arrive from otherMediterranean ports and we mainly supply them with provisions}and bevereges.

“However, being full line shipsuppliers we are able to supply otheritems such as marine technical items,interior items such as flowers andnewspapers, and anything else theyrequire. There has been a call not justfor healthier products but also forproducts suitable for people withspecific dietary needs such as celiacs.”

Although Salvo Grima has localcompetition, Mr Aquilina said thebiggest challenge is competing withsuppliers in much larger ports andcountries. He added that the supplyindustry as a whole was facing constantpressure on prices and increasedcompetition.

So, how can suppliers move withthe times and ensure they develop theirbusiness in tune with the industry’sneeds?

Mr Machado said: “Our customersare focused on reducing costs. Theprimary factors we look at includebetter procurement withoutcompromising quality and safety andequally important, more efficiency andsavings in logistics and transportationcosts.”

In terms of developments, MrAquilina said Salvo Grima was movingmore into the superyacht industry assuppliers of food, beverage and tobaccoand the company’s future expansion

involved specialising in certain productsrather than a whole spectrum of products.

Mr Machado said: “Cruise shipoperators have been conservativebuyers, seemingly set in their ways andsources. However, we have seen adefinite big move towards purchasingmuch more locally as compared toshipping from Europe and the US tothe UAE.”

EMS Ship Supply in Uruguay tooprides itself in being able to supplyfresh provisions and the companyeven has its own farm in Montevideoproducing fruit and vegetables.

Fred Verhagen, Business UnitDirector for B & S Global CruiseSupply in The Netherlands said:“Beef products are still the best sellingproduct for the cruise lines. Some linesare asking for more sustainable fish orseafood as this seems to the ‘in’ thing.On the other hand we are supplyingwhat is asked from us – we sometimessuggest certain alternative productsthat might be perceived as healthier ormore economical to what is currentlyused by the client.”

As the market grows so does thenumber of ship suppliers trying tograb their slice of the pie, so how arecompanies trying to get ahead of thepack?

Mr Fernandez del Puerto said itwas important for suppliers to keep upto date with what was going on in themarket, in order to be efficient.

Mr Machado said Seven Seasstood out in the UAE by offering a‘one stop shop’ in terms of size and

availability, quality and quantity,capability and capacity, efficiency andeffectiveness.

“We have dedicated teams lookingafter individual customers and ships socustomisation is our strength. Myfavourite line, albeit not original, is‘even elephants can dance’. We live byour motto ‘Committed to Service’ andour company-wide inculcated beliefthat the customer is always right.”

B & S Global Cruise Supply isdeveloping its market in Asia, thoughMr Verhagen said there wasopportunity for much furtherdevelopment.

“Over the next few years when theeconomy is getting better, which isalready the case in many places outsideEurope, we will see some substantialgrowth as more and more people seethe great value of a cruise compared toother resort style holidays,” said MrVerhagen.

Mr Machado added: “There willcontinue to be segments for all to utiliseincluding the budget travellers and themore discerning customers with deeperpockets as well as the thrill seekers whowill opt for an (air) ship to fly to themoon. Impossible? I think not!”

Mr Hajah also said that althoughthe cruise industry has grownsignificantly in recent years, it willcontinue to expand. “Relative tocruising in North America and Europe,cruise-ship holidays in Asia are in theirinfancy. SE Asia has a host offascinating ports and is an attractivecruise area for holiday makers fromaround the world, but to that must beadded the huge additional potentialwithin this area.

“For example, China, with therapidly developing disposable income ofits vast population, can increasingly lookto cruise vacations in a way and scalethat has not been available in the past.This fact has not been missed by themajor cruise operators who are startingto base more of their ships in Asia, andthe really shrewd ones have selectedSingapore as their Asia homeport!” �

Cruise


We will see substantialgrowth as more people seethe great value of a cruisecompared to other resortstyle holidaysFred Verhagen, BusinessUnit Director for B & SGlobal Cruise Supply

“”

Offshore

Suppliers may have suffered froma mentality of cutbacks andpenny pinching in commercial

shipping, but the offshore boom iscreating new opportunities for thosewith the geographical advantage andmettle to step into the increasinglycompetitive but exciting realm ofoffshore supply.

James Strachan, ManagingDirector, Wrist Strachans, a prominentfood distributor to the offshore cateringmarket, said: “Growth in the globaloffshore market is fuelling demand forconsistent offshore supply services. TheNorth Sea is widely regarded asproviding a highly regulated supplymodel and some of this best practice isnow being replicated in other globalregions which reflect the ongoingprofessionalisation of ship supply acrossthe maritime sector.

“Global energy and offshore servicecompanies are demanding supplieroperating models that replicate thesame systems and procurementprocesses, regardless of location, tooptimise efficiencies and reduce costs.Working with an outsourced partner

with a global network enables thesedemands to be met.

Mr Strachan added that in a marketand industry with stringent ship supplychain regulations, suppliers to theNorth Sea region are well-versed inpackaging, preparing and securingcargo to a meticulous standard. He saidowing to the advanced nature of itsoffshore supply network, the North Seaprovides a useful blueprint for emergingnew offshore markets to consider, whilealso providing fertile ground forinnovation.

“The inherently difficult weatherconditions, combined with the highlevel of regulation which includes thesupply of consumables categorised asbeing dangerous goods under theIMDG code, provide challenges fordelivering an efficient offshore shipsupply chain model,” Mr Strachan said.

“Complex vessel schedules andrestricted access to offshore unitsfurther complicate the delivery ofsupplies and being flexible and havingthe ability to react at short notice is key.To overcome these obstacles,outsourcing to an experienced offshore

ship supply provider that has thenetwork, systems and resources to beable to meet ever-changing customerneeds is becoming increasingly popularas operators look to safeguardproductivity and maintain continuity ofsupply to their units.”

A further challenge of the difficultweather conditions and complex vesselschedules found within offshore supplyis the transportation of temperature-sensitive products by container. As moreoperators rely on spot hire vessels, withshorter charter times, a uniformedpower supply may not always beavailable to operate the currentrefrigerated container option.

Wrist Strachans has identified thisissue, having successfully piloted analternative solution which is now beingintroduced in to their North Seaoperation. Mr Strachan said investmentin the new generation of containers hasresulted in a sustainable option beingavailable without any form of powersource.

In India, offshore markets are alsohaving an impact on the lives of shipsuppliers. Paul Haegeman, Managing


Suppliers reap the rewards of a buoyant offshore market

Director, GAC Shipping (India), said:“The growing offshore oil and gassector has given rise to an increase inthe demand for ship supply service.GAC’s ship supply service, which coversfood and fresh water provisions,immigration clearance,accommodation and crew transfers, isin great demand.

“As part of GAC’s services to theindustry, we also provide bunkeringservices through GAC Bunker FuelsLimited, that offers the full range ofbunker fuels and lubricants to vessels atouter port limits and across thecountry’s key ports.

“Despite its growing offshore oiland gas sector, India remains a netimporter of oil, with the demand forenergy providing stability, as well asopportunity for India’s shipping sector.As a result, there has been a notableincrease in the demand for agencyservices to handle cargo shipments and

onward transportation of petroleumproducts, as well as spares and projectlogistics in support of onshore andoffshore infrastructure development.

“To cater to this growth, GAC Indiaopened a new office in Pipavav earlierthis year to meet the needs of a growingnumber of offshore vessels calling at theport and using it as a base for servicingthe oil and gas sectors.

Mr Haegeman added thatproviding complete supply solutionswherever customers require them is afundamental aspect of ensuring ownersand operators can manage theiroperating costs through a single source,as ‘total solutions’ – ensuring reliabilityand efficiency across the board. “Forthe offshore sector, complying with allthe latest regulations is critical, and thatis why all of our operations are ISMand ISPS compliant and managed byfully licensed and highly trained staffand crew.” �

Offshore

As ship suppliers benefit from anincrease in offshore activity,traditional shipyards in Singapore areproof the offshore boom is set toflourish even more extensively in thecoming years – as the island stateresponds to substantial demand forFloating Production Storage andOffloading (FPSO) and FloatingStorage and Offloading (FSO)conversions.

According to business intelligenceexperts GBI Research, Singapore isthe location of around 70% ofconversions for the FPSO industryglobally, with traditional shipyardssuch as Keppel, Sembawang, Jurong,and ST Marine taking on such work.

Reaping thebenefits

ISSA E−Learning

As ISSA members are well aware,ship supply is a complexbusiness and training your staff

in a successful yet affordable manner canprove difficult in this unique maritimesector – but in response to this trainingchallenge, ISSA is now in the final stagesof creating an exciting new educationprogramme for its members.

With focus on a commitment todeveloping the next generation of shipsuppliers by passing on a wealth ofexperience in industry to younger shipsuppliers, the E-Learning Programme isa direct response to changing technologyand information, with the need forlifelong learning being an increasingreality.

Saeed al Malik, who is heading upthe Programme, explained that the mainpurpose in developing the ISSAEducation Programme is to developskills of middle management staff,creating future leaders who will hold anunderstanding of all aspects of shipsupply business.

“The marine supply industry isgoing through a challenging phase andneeds more specialisation to ensure thehighest quality requirements ofcustomers are met, along with increasingfocus on other aspects such asminimising environmental impact andsetting benchmarks for health and safetyin the marine supply industry,” Mr alMalik said.

“We have noticed that currentlyavailable courses and programmesavailable for topics such as supply,logistics management, internationaltrade etcetera, do not cater to the specificrequirements of the ship supply industry,which needs specialisation in more thanone domain. We believe ISSA is the rightbody to take up this initiative, which willadd value to the shipping world and inparticular, to the ship supply industry.”

The Programme will be deliveredthrough E-Learning, a primary methodof training across the globe and withinour industry, which is beneficial forlearners and their employers. DaveHoward, President of Circle Learning –a company which is assisting ISSA indeveloping the Programme, saidaccessibility is a key reason why E-Learning is growing in popularity: “Theuse of internet-based learning providesfull time access to all of the coursecontent on the learner’s schedule andtimeline. Course content is equallyavailable from any location worldwideand can be viewed and reviewed asneeded by the learner without impactingthe learning process of other students. Aprogramme delivered in this way issignificantly more learner centric as itrespects their schedule, learning speed,need for review and reinforcement.”

Mr Howard added that a study bythe US Department of Education, foundthat learners who took ‘blended’ courses– those that combine elements of onlinelearning and face-to-face instruction, hada particularly positive learningexperience: “By combining onlineinstruction with in person training andtesting provided in conjunction with theannual conference, ISSA is providinglearning via the most effective method,”he said.

Mr al Malik added that consistencyis of vital importance in learning: “Thebest practices and experience of thecourse subject matter experts areconsistently available to all learners.Furthermore, the Programme can beupdated with new content madeavailable to all users immediately andsimultaneously. Moreover, as alumni,past course participants can easily accessthe new information without the costand challenge of scheduling re-trainingsessions.”

Mr Howard added that modernbusinesses understand the value of“continuous, anytime, anywherelearning experiences”. By adoptingonline learning as the method fordelivery of this important traininginitiative, ISSA is demonstrating anotherway in which the association and itsmembers are the leading ship supplyorganisations worldwide. It is a tangibledemonstration of their commitment tobe the best.” �


The main points of the ISSAEducation Programme are as follows:

● Focused on marine supply businesswith modern technology, the Programmewill make participants contenders forfuture Senior Management positions ofyour organisation

● On offer is a comprehensive studycourse, including inventory management,financial management, regulatoryrequirements and more

● An Online, affordable courseoffered ‘at cost’ as an added value serviceto ISSA Members

● Participants will gain awareness ofthe ISSA code of ethics, ISPS and otherrelevant regulations

● To be conducted in associationwith a professional educationalinstitution, Circle Learning – aprofessional Educational Institution inCanada, to ensure quality

● On successful completion of thecourse, the participating students will beprovided with a Diploma certificateunder the stamp of ISSA

ISSA EducationProgramme

Live and learn

Cleaning

‘Sick ship’ syndrome has been amajor challenge for theindustry, as seafarers and

cruise passengers have succumbed tothe perils of gastrointestinal illness,doomed to remain sheltered in theirbathrooms for the duration of their voyage.

Taking into account not only themajor health implications of a diseaseoutbreak onboard, cruise operatorshave also suffered from the loss ofrevenue which presents itself when aship is docked and unable to operate.Because of this, when working on largescale projects the most challengingaspect is often the timeline. ChristianCadieux, Owner of Crime & TraumaScene Cleaners, a decontaminationsolutions company based in Ontario,Canada, said: “Every minute the ship isdown represents millions of dollars lostfor the operator. Money is at stake butit’s also people’s health and wellbeing.”

The World Health Organizationstipulates in its ‘Guide to ShipSanitation’ (2007), that ‘responsibilityfor ensuring the ship can be operatedin a manner that provides a safeenvironment for passengers and crewrests with the ship operator’ andpredictably, while illness en-massbecomes more commonplace onboard,legal firms specialising in travel illness

have intensified their visibility, enticingpassengers to press for heftycompensation payouts.

Such fines, in addition to lostprofits, possible health and safety finesand decontamination bills, create ascenario in which operators must usecaution and ensure their vessels aretreated appropriately following anoutbreak of sickness. By hiring anextensive decontamination solutionsservice, the spread of bacteria,including E. coli and norovirus, can bestopped and the vessel can return tonormal operations.

Mr Cadieux headed up a project inQuebec City, where two cruise shipshad been docked and quarantinedfollowing an outbreak of norovirus.The vessel had 150 Canadiansonboard who were ‘extremely sick’.

With a huge surface area to workwith, Mr Cadieux’s team workedaround the clock but, as he confirmed,such a large scale project is quitetypical within his line of work: “Wehad to clean around 12,000 rooms in72 hours. I had to utilise a great dealof resources, but these types of servicesand scenarios, whether it be infectioncontrol or disease outbreak, happen ona daily basis throughout the world.”

As the Maritime and CoastguardAgency/Health Protection Agency

document entitled ‘Guidance for theManagement of Norovirus Infection inCruise Ships’ stipulates, in a ship’sturnaround decontamination plan,operators must specify the timings, whodoes the work, and the methods andtypes of cleaning and disinfection. Thedocument also states companies must‘demonstrate that there will be no riskof cross-contamination’ from dirty toclean areas’ and this is an especiallypertinent issue for professionaldecontamination companies.

Such an extensive cleaningoperation is certainly a dauntingprospect, so where does one begin?“It’s a complicated job but first andforemost, the most important thing isto assume everything is contaminated.It is imperative every person on myteam proceeds with universalprecaution,” Mr Cadieux said.

But, as he explained, with thecorrect personal protective equipment(PPE) and training, his employeesremain safe from contracting infectiousdiseases on the job: “The lawspecifically says the employer must takeevery precaution, reasonably necessaryunder the circumstances for theprotection of the worker, so I ensuremy technicians are fully trained andunderstand the hazards they’re going into”. �


Cleaning an office, taking care ofdaily hygiene in a restaurant orhospital – we don't often stop to

consider such activities. But how doescleaning work on a large tanker?

Shipping company Utkilen, whichhas been a household name in Norwayfor decades, has formed an agreementwith EMS Ship Supply and cleaningsolutions company Diversey, whichenables Utkilen to maintain clean,hygenic enviornments for crew. KnutOve Thuland-Hansen, PurchasingManager, Utkilen, said his companyapplies strict standards of cleanlinessonboard its tankers but he wanted toimprove his company’s washing and

cleaning processes at sea: "Just considerthe laundry service. For reasons ofpersonal hygiene, the crew wash allclothing separately, which means thewashing machines are almost always inoperation. As the crew membersbought different detergents in everyport, there were tens of different brandsin use. The results of the washingprocess were quite variable. Crewcomplained about itchy clothing andtowels that refused to dry - the result ofusing too much or too little detergent."

Now, almost all of Utkilen’s shipsare equipped with the Suma and theClax Revoflow systems, for the kitchenand laundry units respectively. Daily

cleaningactivities inplaces such as thegalley and interior arenow carried out with theSuma and TASKI SmartDose system.Mr Thuland-Hansen said he is pleased

Cleaning


with the fact both dosing platforms usevery concentrated products: "We nowuse less product, but we also need fewerbottles, which means less plastic wasteand lower transport costs. These areimportant considerations if you reallytake the environment seriously."

The introduction of the newsystems was carried out during thenormal operating schedules of theships. This demanded flexibility andintensive cooperation between all threeparties. Tomas Langgård, EMSRegional Sales Manager for NorthEurope and the UK, said: "We had towait until the ship reached harbour, butwe usually find out when that willhappen less than a week beforehand,and only then can we start planning."

Jos Heijnen, Account DirectorTrade, Diversey, said: "There's a reasonwhy we work together with EMS. Thelogistics in this sector are so differentthan in all other sectors in which we are

active, and a reliable partner isindispensable in such cases."

"This is a conservative world,"explained Mr Thuland-Hansen."Captains don't like it whenlandlubbers get involved with what'shappening on their ship. But we attacha great deal of importance to theenvironment and safety and our aim isto ensure this awareness also becomesa 'way of thinking' among theemployees at sea.”

Diversey’s Cruise & Marine SalesLeader, Edwin van de Klomp, said:"We prepared a Hygiene Manual foreach tanker with an overview of theproducts, detailed instructions, and allrelevant datasheets. We made posters toeasily explain how the equipment worksand how much you need to add."

Mr Thuland-Hansen agreed: "It'sessential for safety reasons, but at thesame time, we're making it clear we'realso looking at it from the perspective

of the crew. We really want to make lifeeasier for them. If, as is the case here, itturns out to be a change for the better,they quickly end up supporting it.”

Concluding he is satisfied withDiversey’s products and systems, MrThuland-Hansen said using systemswhich have put an end to wastage andover-dosing, has not only led to lesscomplaints from crew over itchyclothing but has also made for easierordering in his role as purchasingmanager: “The job of the purchaserhas become less complicated. As aresult of the product standardisationand precise dosage, I can predict 90%of consumption beforehand. Previously,I never got further than 20%!

“In terms of the environment,safety and cleaning results, the productsand systems provided by Diversey havetaken us to the next level. This three-party partnership is working very well.That gives us a good feeling." �

Cleaning


Purchasing Managers

The needs to keep costs down,keep crew happy and ensureships run efficiently all weigh on

the purchasing manager’s shoulders - buthow do these pressures impact on theship supplier’s relationship with shipmanagement companies?

Nick Owens, Purchasing Manager atCardiff-headquartered Graig ShipManagement raised concerns that someship suppliers do not hold a soundunderstanding of how ship managersoperate, in addition to the subsequentcommercial implications which can arisefor managers, if suppliers misrepresentthe availability of goods, fail to meet theirquoted lead times or if goods suppliedare of questionable quality and not up toexpectations.

“An in-depth understanding of theway we operate, along with anunderstanding of the economics of theshipping industry are key to being able toprovide us with a good level of serviceand to ensuring we'll come back,” MrOwens said.

But ship managers must alsounderstand the finer workings of the shipsupply business, to ensure smooth

operations. Aykut Coşkun, BusinessDevelopment & Marketing Manager,AVS Global Ship Supply, said mistakescan occur when suppliers take on toomuch work in the face of unrealisticcustomer expectations: “Some shipmanagers think they can send a requestat 4pm and expect delivery at 8am andsome suppliers can try to take on toomuch workload and promise things theyjust can't do.

“It’s important for suppliers to beupfront about what they can or can'tsupply and to give the ship managerample opportunity to make alternativearrangements. At the same time, shipmanagers have to be realistic about theirexpectations, especially consideringgeographic location of the supplier andalso considering time frames.”

Marit Eggen, General Secretary,Norwegian Maritime Suppliers, said themajority of suppliers she hasencountered are well-versed in the finerworkings of shipmanagement operationsbut she noted that some ship managersmay not fully understand the dailypressures ship suppliers must face:“Suppliers deliver on a global scale to

platforms, cruise liners, merchant ships,military forces, airports etc. Manypurchasing managers hand orders overcarelessly and neglect to follow indexes,as in the ISSA or IMPA catalogues.Some ship owners expect ship suppliersto have big warehouses, others neglect topay what this costs, but both set up tighttime schedules for delivery. Both sidesdepend on efficient computer systems,operating in the English language, to beunderstood by the authorities in everycountry.”

Frans Fakkers, Director, HardingMarine Services (Rotterdam), saidsuppliers are acutely aware of shipmanagers’ needs: “Life has not been easyfor suppliers lately due to the fact shipowners are cutting their own personnelcosts, taking on more vessels and puttinga greater level of pressure on their staff.

“The lack of good technically-trained seafarers has been a majorproblem lately, as they are notcommunicating to owners what is reallyneeded onboard, resulting in returnedsupplies. Owners are using platformswhere vendors are dropping their pricesand from that point, we, as suppliers, are


Purchasing Managers

missing the most important element inshipping – communication between acustomer and a vendor.”

Cyprus-based Phillip Andreou,Purchasing Manager, V.Ships, alsohighlighted the need for effectivecommunication as the basis for positivebusiness relationships, but he said thepoor economy had led to a much morecautious approach by suppliers: “Manysuppliers are nervous. A commonquestion being asked is ‘does this vesselpay?’ In addition, it is becoming morecommon place for suppliers to requestpre-payment, just to ensure their interestsare secured.”

There’s no doubt a new attitudetowards customer credit is rising withinthe ship supply sector, but how is thisaffecting purchasing managers? NickOwens again: “The availability of softcredit these days is understandably moredifficult, particularly for newrelationships. This causes problems whentaking on vessels which are new to you,particularly second hand vessels, andwhen beginning to work with supplierswith whom a strong relationship perhapsdoes not already exist.

“If you need something in a hurry, alack of available credit can really delaythe process. Establishing relationshipswith important suppliers in strategiclocations can often be a challenge,particularly when your vessels are notcalling at regular ports or with anycertainty or frequency.”

Ioannis Dimitriou, PurchasingManager, Arcadia Shipmanagement,said distance can be the greatest obstaclefor a purchasing manager, in terms ofensuring goods and services are of theright quality: “In relation to this issue,bad quality cannot easily be found and

when it is finally revealed, the vessel hasalready departed. So, there is a costderived from bad or below averagegoods, which are being kept onboard andcannot be returned, or sometimes are noteven reported.”

“The best mix that a supply managershould follow is to avoid cuttings whichare essential for the vessel's seaworthinessand crew's satisfaction,” Mr Dimitriousaid, but he noted there are hundreds ofother goods which are not necessities butwhich seafarers request. “These goodsmust be the first items that a purchasingmanager will delete from his order list,”he said but added this kind of approachshould be conveyed to seafarers beforethey embark.

One can hardly criticise purchasingmanagers for their focus on cost andpurchase control, as this is a majorcomponent of their job role, but what isthe experience of ship suppliers whendealing with purchasing managers whoretain strong holds over cost control? Isan obsession with price crippling the shipsupply industry?

Robert Steen Kledal, ManagingDirector, Wrist Ship Supply, said: “In thecurrent volatile and uncertain economicclimate, it is understandable thatprocurement departments are underpressure to ensure expenditure is reducedand profitability is maximised. While it isundoubtedly tough for smaller shipsuppliers, the larger organisations with aglobal network, liquidity and thepurchasing power that comes with thiscan create standardisation in pricesacross the board and help to reduce costswithin the supply chain.

“Balance is all-important as shipowners cannot afford to compromise onpoor quality consumables onboard,particularly when it comes to food, givenincoming MLC 2006 guidelines on theimportance of seafarer nutrition.However, they also need to run theleanest possible operations and strip outinefficiencies. Relying on a ship supplyprovider who can manage theprocurement process and providecomplete visibility and transparency of


Ioannis Dimitriou, PurchasingManager, Arcadia Shipmanagement

Nick Owens, Purchasing Manager,Graig Ship Management

Phillip Andreou, Purchasing Manager,V.Ships Ship Management,

Many suppliers arenervous. A commonquestion being asked is‘does this vessel pay?’Phillip Andreou, PurchasingManager, V.Ships

“”

all consumable costs can help to ensurethese needs are met.”

But from the purchasing manager’sperspective, is cost control a tricky cornerto fight, particularly when seafarers arerequesting goods beyond budget? MrOwens said: “There is no doubt that costcontrol in today's market is drivingprocurement strategy more than ever.The procurement department plays akey role in reducing operatingexpenditure through effective sourcingand negotiation. With this background itbecomes very challenging to try andsatisfy the crew's expectations whileensuring the vessel remains operationaland performing. Inevitably you cannotplease everyone!

“Typically we take a pragmaticapproach to what the vessels need and tryto balance the expectations of the crewagainst the restrictions of the budgets -this involves close communication of alldepartments but particularly thetechnical and purchasing teams who willwork closely alongside the onboardpersonnel to ensure that criticalmaintenance items are supplied in linewith the planned maintenancerequirements for the period.”

But do suppliers believe purchasingmanagers are squeezing them in termsof cost? Aykut Coşkun again: “There arepurchasing managers that can be overlyprice obsessive and tend to over-shop forcertain items. It’s important for them torealise that in most places, the items aregenerally sourced from the samewholesaler so everyone knows they areshopping and this can become

frustrating. There are also cases whereyou may not be comparing apples withapples so to try and explain the pricedifferences can be time consuming.

“At AVS, we know which of ourclients expect top quality and which areopen to cheaper alternatives so we haveovercome this problem somewhat. Iwouldn't say it is price crippling, but itdoes leave the door open for 'dodgy'dealings - for example I have heard ofcases where ‘beef cube rolls’ have beenpackaged and passed off as ‘beeftenderloin’ - so if the price of somethingsounds too good to be true - it’s becauseit is.”

Noting that cost control is notnecessarily anything to fear, FransFakkers added: “Cost control has justbeen a trend which has been heard loudon every single floor of any company. Idon’t think that it’s a bad thing. Costcontrol can bring owners and vendors towork more closely.”

Mr Dimitriou said cost focus alldepends on priorities set bymanagement: “Low cost should be ontop of a purchasing manager's goals butwithout avoiding the issue of quality,which most of the time, is difficult toestimate in value terms. A goodapproach is to contract all the long-termsuppliers who are trustful and signagreements for fixed prices or bonusrebates on the volume of final deliveries.”

But how do purchasing managersbalance the need for cost control over theneed to keep close ties with ship supplypartners? Is keeping a strong partnershipwith suppliers as important as “shoppingaround” to keep costs down? Mr Owenssaid purchasing managers should ensurequality is not sacrificed as a result oftrying to maintain control over spend: “Itcan be very tempting to look towards theless quality end of the supply chain tomake cost savings but ultimately it’s thetried and tested suppliers who will helpyou through these difficult times.Maintaining relations with key suppliersis far more beneficial than shoppingaround, which often leads to falseeconomy.” �

Purchasing Managers


Ship suppliers face dealing withan increasing number of theircustomers entering in

“Chapter 11” proceedings in theUSA. Chapter 11 gives breathingtime to companies who are infinancial trouble, to enablereorganisation of the company andits finances so that it can emergefrom Chapter 11 and continue totrade. No invoices unpaid at the“Petition Date” (date of Chapter 11proceedings) will be paid, exceptwith approval of the court andusually once the reorganisation planis approved. Suppliers can usuallyexpect no more that a percentage oftheir invoices, months or years later.

Supplies made after the PetitionDate should be paid as normal.There is a risk, however, that if theChapter 11 “fails” and the companymoves to Chapter 7 (bankruptcy)that supplies made after the Chapter11 Petition will not be paid. Clearly,a company that was facing problemssevere enough to push it intoChapter 11 might not be able toreorganise for continued trading butsimply become bankrupt.

Where a company entersChapter 11, action taken to arrestvessels for debts arising pre-Petitionwill be in contempt of the USCourts and may result in severepenalties against the party takingsuch steps. You must, therefore,tread carefully when faced with acustomer who enters Chapter 11.

From the Brig

Bruce Hailey, ISSA’s legal expertdiscusses the issues that matterto you

Maintaining relationswith key suppliers is farmore beneficial thanshopping around whichoften leads to falseeconomy Nick Owens, PurchasingManager, Graig ShipManagement

“”

12 - 20 January London Boat ShowExcel, London www.londonboatshow.com

11 - 14 March Cruise Shipping Miami 2013Miami Beach, Florida, US www.cruiseshippingmiami.com

18 - 10 March CMAConnecticut, US www.shipping2013.com

20 - 23 March MTB Marine AmericasWashington DC, US www.coplandevents.com

20 - 23 March Europort IstanbulIstanbul, Turkey www.europort−istanbul.com

Web LinksISSA – www.shipsupply.org

Public Relations & Marketing – www.elabor8.co.uk

London has been a major city onthe world stage in 2012, as theQueen’s Diamond Jubilee and

the Olympics pointed a brightspotlight on the English capital, butship suppliers and their accompanyingpersons can enjoy their own Britishexperience as Convention comes toLondon on 31st May and 1st June 2013.

After the fantastic success of ISSA57, which was held in the Spanish cityof Cádiz in May 2012, ISSA membersare looking forward to the new settingof London, which will host thisprestigious event for the next threeConventions, providing suppliers fromaround the world with a uniquelyBritish flavour.

ISSA 58 will take place at the ParkPlaza Hotel, Westminster Bridge onthe South Bank. From here, a largenumber of this historic city’sattractions can easily be reached onfoot, including Big Ben, the Houses ofParliament, the London Aquarium,National Theatre and the LondonEye.

Convention will also provide theunrivalled networking opportunitieswhich ISSA has become so renownedfor. In addition, a series of specialconference speakers will appear,including the keynote speaker JeremyPenn, Chief Executive of the BalticExchange. Additional speakers includeJonathan Williams, General Manager,The Federation of NationalAssociations of Shipbrokers and

Agents (FONASBA) and DeirdreFitzpatrick, Executive Director,Seafarers’ Rights International (SRI),who will give a talk on the humanelement in shipping.

This year’s Convention theme is‘Buy Right – Sell Right’ and therelationship between ship suppliersand their wholesalers will be exploredin-depth. The British Association ofShip Suppliers (BASS) will play animportant role in Convention and hasrevealed plans to include an EnglishCountry Garden theme within theexhibition space, complete with candystriped canopies, Astroturf, Welshdaffodils and a variety of other flowersto complete the illusion. TraditionalBritish foods, such as Scottishshortbread, are also due to make anappearance and famous Englishsummer tipple Pimm’s, served withslices of fresh fruit will also beavailable for delegates to enjoy. Anindoor garden party will take place inthis space on the Friday afternoon.

As expected, Convention will beara distinctly British feel, but traditionalthinking has been put aside and for theexhibition space, exhibitors arewelcome to consider concepts whichmove away from the traditional andexpected shell stands. In response tothe significant number of Filipinonationals working at sea, thePhilippines Government food stand isalso expected to be an importantcentrepiece to the event, allowingdelegates to sample contemporary

Filipino cuisine – this talking point willhopefully inspire delegates andencourage discussion and debateconcerning the diet of Filipinoseafarers and 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 requestedto get into the spirit of this and toattend the Gala Dinner dressed inclothing which reflects this era, soladies should remember to pack theirfeather boas and sequin dresses, whilegentlemen are advised to bring classicsuits and battered fedora hats for a funand themed Gala Dinner experience.Entertainment will be provided by thePiccadilly Dance Orchestra,celebrating the best music of theCharleston and jazz era, giving a luscious, vintage soundscapefor dancing into the late evening.

With its ultra-modern,contemporarydesign, the ParkPlaza Hotelwill offerdelegates andaccompanyingpersons a range ofspaciousguest rooms,

London calling


including 65 impressive suites andpenthouses and over 500 studiorooms. A number of on-siterestaurants also feature, including themuch acclaimed French restaurant,Brasserie 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 meetingfriends and maritime colleagues in thecomfort of this remarkable hotel,where a 1,200sqm ballroom and450sqm exhibition space will form thesetting for Convention. Additionalluxury meeting rooms, free wi-fi andan executive lounge will also serve toenhance the business experience,while the hotel’s Mandara Spa andFitness Centre, which features a 15-metre swimming pool and offers arange of spa therapies, will no doubtoffer some much sought afterrelaxation time for delegates andaccompanying persons.

An Invitation Golf Day, to takeplace at Royal Black Heath, the oldestgolf club in the world, is also bookedto take place on Tuesday 28th May,where groups of four will traverse thecourse together, making for a properlystaged, professionally managed golf

tournament. Tickets are selling fast forthis event, which includes a picniclunch halfway round the golf courseand a traditional English high tea atthe end of the day, to be followed witha tour of the club’s fascinatingmuseum.

Though 300 delegates areexpected to attend Convention,BASS has confirmed plans tobe able to seat a total of 500people down for the GalaDinner and The ShipSupplier will be keeping aclose watch as plans unfold forConvention andwill continue tobring suppliersnews on this uniqueevent sowatch thisspace! �

ISSA and Ship Supply News

NewAssociateMembers

1st November 2012Evergreen Enterprises,

16 Sunkurama Chetty Street, 2nd Floor, Firoze Saleh Estate,

Chennai 600 001, Tamil Nadu, IndiaContact: Mr Ismail

E-mail: [email protected]

SF Marine Offshore &Industrial Supply Co.,

12 Sarang Street, Mumbai 400 003, India

Contact: Murtaza HajeeE-mail: [email protected]

1st December 2012

C.I. Mambo S.A.S.,Avenida Pedro De Heredia, Sector

Prado, Calle 30 # 22-28 Cartagene de Indias, Colombia

Contact: Mr Reimundo MurraYacaman

E-mail:[email protected]

Blue Marine Services,Aurel Ylaycu Ave. 125,

500154 Constanta, RomaniaE-mail: info@bluemarine-

services.com

KR Marine Supply Co.,10-1, Bongnaedong 4-ga,

Yeongdo-gu, Busan, KoreaContact: Mr Bongsu Kang




Roger Van UffelThe Ship Supplier Editorial Team

would 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 weare always searching for fresh storiesand news from the world of ship supply.

Perhaps your company isexpanding, or you have a commentabout shipping which you would like toshare with our readers and your fellowsuppliers?

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

Please send all contributions to the Editor, Helen Jauregui, at:[email protected]

16th September 1920 − 20th September 2012

It is with great sadness that we report the death of RogerVan Uffel, Honorary Chairman of the Royal BelgianShipsuppliers Association. Our condolences go to Mr Van

Uffel’s family and friends at this difficult time.


ISSA lawyer Bruce Hailey is startingup a new legal practice, SalvusLaw, based in the heart of

Manchester, UK. Mr Hailey, who is Director of the

firm, said: “We look forward tocontinuing our strong association withISSA, and its members. The firm willfocus on shipping, transport andinternational trade with the primaryobjective of offering efficient and cost-effective advice and assistance to ourclients. The new firm will offer usgreater flexibility to provide friendlyand affordable legal services.”

Mr Hailey will continue to besupported by Sam Jones, who is wellknown to many ISSA members and the

firm will also comprise Duncan Ross,who Mr Hailey has worked with atseveral firms for the past 14 years.

“My former firm, DRG Solicitorshas closed and all the existing work ofmyself, Sam Jones and Duncan Rosswill transfer to Salvus Law,” Mr Haileysaid. “Aside from its connotations withthe word salvage, which as maritimelawyers we know very well, ‘salvus’means ‘safe’ in Latin. We intend tooffer a safe harbour for clients facingissues on which they require legaladvice.”

For more information, pleasecontact Bruce Hailey via email:[email protected] or visit the firm’snew website: www.salvuslaw.com �

Law and order

1st December 2012Pomarex International Trade,

Rue Bonapriso, PO Box 5806,Douala, Cameroon

Contact: Mr Jacques NoubissieE-mail: [email protected]

SHM Shipcare16-A Press Building (Ground Floor),

Darukhana, Mazagaon,Mumbai – 400 010, IndiaContact: Mr Taher Hajee


Stevision Limited,No 7 Goriola Street, Olodi,

Apapa, NigeriaE-mail: [email protected]

NewAssociateMembers


As shipmanagement companiesconsolidate by bringingnecessities such as catering

in-house, ship chandlers mustreconsider their tactics to penetratemanagers’ colossal buying power - butas ISSA members told The ShipSupplier, this does not signify a deathtoll for their industry.

Aykut Coşkun, BusinessDevelopment & Marketing Manager,AVS Global Ship Supply, said:“Suppliers with the rightinfrastructure have been able toestablish strategic alliances withcatering companies and have donequite well. At the end of the day, thereis always enough business there foreverybody - maybe not like the olddays, but ship suppliers will always bean integral part of the shippingindustry.”

Phillip Andreou, PurchasingManager, V.Ships - which has its owncatering department, said there are anumber of key reasons for bringingsuch services in-house: “To controlquality of food, to control cost - and

there is a consolidation of purchasing,which means you have a strongerbuying power and this creates morecompetitive pricing. It’s logical.”

Robert Steen Kledal, ManagingDirector, Wrist Ship Supply, said:“While some companies will stick withlegacy decisions to manage certainelements of ship supply in-house, weare continuing to see a growingdemand for outsourcing and workingwith one global provider. Thefeedback we have had from customersis that by doing so, they can maximiseefficiencies within their operations,safeguard their profits, and focus ontheir core business. The ship supplyindustry is continuing toprofessionalise and as more supplierscome through with innovativesoftware and look to generate global

networks, there is a strong businesscase for outsourcing that shipmanagers will continue to realise.”

However, Frans Fakkers, Director,Harding Marine Services(Rotterdam), cited such in-houseoperations as a main reason“chandlery is not as it was 20 yearsago”, while Erling Dag Steffenssen,Key Account Manager at Ålesund-based supplier Kraemer Maritime,said: “Catering in-house will causechanges on both sides of the table.The wide variety of goods requiredand the services needed in the latehours, will be the areas where shipsuppliers will fill the gap.” �


Suppliers braveshipmanagementconsolidation trend


London’s importance as a majormaritime centre will be cementedwhen the city’s first ever shipping

week takes place next year, pulling inindustry leaders from across the globeand ISSA is joining in the celebrations.

London International ShippingWeek – Propelling World Trade, from9th to 13th September, will give thewhole of the global shipping industrythe chance to network and individualcompanies and representative tradebodies will be encouraged to join in theweek by holding their own seminars,executive meetings and receptions.

On Tuesday 10th September, ISSAwill hold its Executive Board Meeting,followed by an exciting eveningreception hosted by ISSA on the sameday (venue to be confirmed).

A highlight of the week will be theone-day London International ShippingWeek (LISW) Conference and GalaDinner on Thursday 12th where highlevel Government and industry speakerswill give their views on shipping’s future

and London’s role in helping theindustry to emerge from the economiccrisis.

The event is being organised byShipping Innovation, a joint venturebetween The Ship Supplier publishersElaborate Communications andPetrospot, in association with MaritimeUK partners the Baltic Exchange,Maritime London and the UKChamber of Shipping and withTheCityUK, the independentpromotional body for the UK andfinancial services.

The UK is the leading centreworldwide in the supply of a broadrange of professional and businessservices to the international maritimecommunity, accounting for 21% ofinsurance premiums and over $64bn incommitted ship finance. It also has thelargest concentration of legal servicefirms specialising in maritime law, is themajor player when it comes to disputeresolution and is the main supplier ofshipbroking services.

Welcoming the announcement ofLISW, Jeremy Penn, Chief ExecutiveOfficer of the Baltic Exchange, said:“London has a wide range ofinfluential international shipping tradeassociations headquartered here as wellas being a centre of excellence forshipbroking, maritime insurance andfinance.

“The industry is undergoingdifficult times but we hope that thisweek will provide real impetus inpropelling world trade and driving therecovery of world shipping.”

Doug Barrow, Chief Executive ofMaritime London, declared it “anopportunity for great networking withrepresentatives across all maritimesectors,” while Mark Brownrigg,Director General of the UK Chamberof Shipping said it would showcase thecrucial role London plays in promotingand growing world trade.

For more information visitwww.londoninternationalshippingweek.com �


London to host InternationalShipping Week

Fishermen’s lives are being madesafer thanks to, what is claimedto be, the world’s strongest fibre.

Ropes made with Dyneema ultra-high molecular weight polyethylene(UHMwPE) fibre recentlydemonstrated during initial trials, howtheir outstanding performance canhelp fishermen around the world towork more safely, efficiently and cost-effectively.

Indian cordage manufacturingcompany Garware-Wall Ropes is ahousehold name in the fishingcommunity through its close bondwith Indian fishermen and thecompany recently introduced PlateenaRope, produced with Dyneema,which is made by The Netherlands-based DSM.

During extensive trials, thebenefits of Dyneema became clearwhen, in 2011, the fishing vesselSrinivasa was trialing the new Plateenarope warp lines in heavy currents.During a change of direction the netbecame stuck under a rocky surfaceon the seabed. The Plateena ropewarp lines had only been on trial forthree months and the crew wereworried if the lines could withstandsuch an extreme situation.

After releasing additional rope toslacken the load on the boat, thevessel was drifting with the strong seacurrents and the skipper was findingit difficult to maintain its position.Most of the rope had already beenreleased and only a few more metreswere left on the winch.The skipper

decided to use the power of theengine to release the net and it was asignificant decision. If the rope wereto snap, their net worth thousands ofrupees would be lost forever. Thiswould mean no catch for the next fewweeks, and with no work and paythere would be no food for theirfamilies. On the other hand,remaining ensnared on the seabedcould result in the boat either sinkingor capsizing.

Following two initial attempts, theskipper gave full throttle and suddenlythere was a jolt. To his surprise, thecause of the jolt had been the centrepole, used to hold the pulleys, whichhad come out of its joint that wasbolted on both the sides with 2.5insnuts within a metal frame. The ropehad remained intact, and eight hourslater another boat arrived to helpsafely disentangle the net from theseabed - all carried out without anydamage to the rope.

Mr Bablu, owner of the Srinivasa,said: “If we had been using steel wire,I am sure the rope would have failedwithin two hours and we would havelost the nets forever. Unbelievably thePlateena rope fought against thehazardous conditions for eight hoursand still remained intact. I amthankful to this wonderful rope whichsaved the crew, the boat and ourexpensive fishing gear.”

Dyneema ropesecures fishermen’s livelihoods


Tough love

Market News


Whether onboard or ashore, from suppliers to seafarers, the need for sturdy yetmodern computers in the maritime industry has never been stronger and with itsnew Toughpad family of tablets, Panasonic has hit the spot. Powered by Android,the Toughpad offers deep interactivity and a rugged design which can withstandthe harshest of conditions and is designed to withstand water, dust and a 4ft drop.Sleek yet practical, Panasonic has tipped the Toughpad as the ideal melding ofmind and muscle, suitable for an array of conditions.www.panasonic.com

Survival instinct

PSM Instrumentation’s range of Mechanical Marine Float Level Switches now includes replacement solutionsfor Mobrey products that fail in service. Mechanical float level switches are among the simplest, most widely usedlevel products in marine tank level measurement and pump control. The harsh environment onboard can meanwide variations of temperature and humidity and build-up of oil or grease waste - the demands placed on theseproducts are such that only those designed and constructed specifically for marine use will prove to be reliableand safe over the long term.www.psmmarine.com

Make a switch

Anti-piracy solutions range from strategically-placed mannequins holding plasticguns, to citadel panic rooms and full scale armed guards operations - but preventionis better than cure and putting this mantra into practice, GAC Maritime Security hasjoined with Mobile Defense Systems to provide PirateFence anti-grapple razor wire -a modular-based perimeter protection system. Comprised of razor ribbon razor wireand designed to withstand harsh saltwater conditions, PirateFence is non-lethal but hasan innovative anti-climb and grapple-resistant component, to deter even the most

daring pirates.www.gac.com

Danger, danger!

A compact device which is easy to operate and deploy, the Smartfind S5 AIS SART is capable oftransmitting target survivor information such as structured alert messages, serialised identity number andGPS position information. The product’s built-in GPS gives high speed position information and with itsquick-release carry-off, it can be wall mounted in the ship’s bridge, used as a carry off device or for packingin a liferaft. The S5 AIS SART will also transmit continually for at least 96 hours after activation.www.survitecgroup.com

Market News

Hope floatsThe Baltic Port Industrial Floatation Jacket is a durable floatation garment, with

reflective panels and high-floatation performance to rival other Baltic 50N buoyancy aids.Designed for industrial use, the jacket has fleece-lined pockets to keep the wearer snug andwarm and with bright colours and reflective panels, the wearer will be highly visible shouldthey find themselves in danger at sea. Grab handles on the shoulders, an ID card holderand zipped ventilation openings under the sleeves complete the look for a stylish approachto safety onboard.www.baltic.se

World famous Italian ice cream company Fabbri, established 1905, is making steps to get itsproducts into the cruise and commercial shipping markets. The company also manufactures other

sweet treats, including Amarena Fabbri, a cherry product with a wide range of uses, particularly incocktails or as a topping for baking or ice cream. In 2011, Fabbri won the Guinness World Record for theworld’s largest ice cream cone, which consisted of 160lbs of chocolate and 2,000 wafers and stood at 2.82metres tall!www.fabbri1905.com

Sweet dreams


Play

The pocket-sized Aussie popstar strips it all back from theshowy performances she has graced us with for years, toprove just what a talented vocalist she is.Recorded with Kylie’s band and a full orchestra thiscollection offers reworkings of 15 of the pop princess’sbiggest hits along with a new track, Flower.Included are her debut single The Locomotion, I ShouldBe So Lucky, Better The Devil You Know, Confide In Me,All The Lovers and the dance-floor filler Can’t Get YouOut Of My Head.

The Abbey Road Sessions Parlophone

As frequent flyersknow too well, thepressures of modernbusiness can catch upwith you and thedesire to embark onan afternoon catnapcan be tempting.Enter Podtime,creators of versatilesleeping pods whichcan be takenwherever you go,allowing you torecharge and recoup anytime. The hard-wearing polycarbonatetube, heavy duty frosted doors, sleek design and luxurious mattress,will make you feel snug as a pea in a pod.

Podtime Sleeping Pod£1,375www.podtime.co.uk

Kylie Minogue

The Rolling Stones

Gripping stuff


Urban sanctuary

s

As if by magic, this small slab ofhigh grade silicone allows you tostick your gadget to the nearestsurface and there it will stay –whether you need to secure a satnav to your dashboard, an iPad tothe wall or a mobile phone to thekitchen surface, this handy devicemeans you’ll never cry oversmashed iPhone glass again!

Grippy Pad£6.99

www.firebox.com

Drawing on their 50 years in the music business, the Stones have releasedthis album to tell the story of their long and illustrious career.Featuring all the most popular hits you would expect to find such as JumpingJack Flash, Brown Sugar, Start Me Up, (I Can’t Get No) Satisfaction andGet Off My Cloud, the album also boasts two new tracks, Gloom andDoom and One More Shot, which were recorded in Paris just this summer.

GRRR!ABKCO, Universal Music Group

Described by critics as an in-depthexploration of Henri Matisse’spainting methods, this exciting newexhibition at the New YorkMetropolitan Museum of Art is atreat for anyone interested in howpaintings can evolve, as the artistquestions his own work. Henri Matisse (1869-1954) is knownto have constantly re-evaluated andre-painted his own work, using hiscanvases as tools and repeatingprocesses again and again, in aneffort to “push further and deeperinto true painting.”Matisse’s process is portrayed as anecessity in creating finishedartworks and art lovers will beinspired by his unique methods.

Matisse: In Search of True Paintingwww.metmuseum.org

Running until March 17, 2013

Red double decker buses, black taxis,Big Ben, Buckingham Palace – theseare all things that spring to mindwhen you think of the city ofLondon. But there is so much moreto the English capital as you willdiscover in this little book, crammedfull of interesting ‘top 10’ facts.For instance did you know it is hometo the world’s largest uncut diamond,has the greatest variety of Michelin-starred cuisine in the world? Thereare 250 fascinating lists including theMost Expensive Houses, Attractions,Tallest Buildings, Slowest Roads andOldest Gentleman’s Clubs.If you want to discover more aboutLondon, home of Convention forthree years from 2013, this is ahelpful, fascinating read.

Top 10 of London by Alexander Ash Hamlyn

£10

Multi-award winning musical Jersey Boys haschecked in for a 14-week stay at the SandsTheater at Singapore’s Marina Bay Sandsresort.The show tells the true rags to riches tale ofhow four poor kids from the wrong side oftown went on to become one of the greatestoriginal boy bands of all time – The FourSeasons.Frankie Valli, Bob Gaudio, Tommy DeVitoand Nick Massi wrote their own songs andsold 175 million records worldwide, and allbefore they hit the age of 30!The musical, which is directed by two-timeTony Award winner Des McAnuff, features allof the group’s best loved hits including Sherry,Walk Like A Man, Rag Doll, Oh What ANight and Can’t Take My Eyes Off You.Milan Rokic, Managing Director of BASEEntertainment Asia, said: “We are extremelyexcited to be involved in producing thisBroadway version of Jersey Boys for Asia. Itruns at breath-taking pace and audiences willbe left wanting to come back for more. This isan evening of exceptional entertainment.”

Jersey Boyswww.jerseyboys.com.sg

Showing until 17th February 2013.

Process in paint

Good time boys

Think you knowLondon?

Aerhours


© 2012 S

uccession H. M

atisse / Artists R

ights Society (A

RS), N

ew York

arctictribe alaskan malamutes | working with the present ... · countries such as brazil and...

Documents