Tanker Operator

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MARCH 2012 www.tankeroperator.comIncorporating the TANKEROperator Annual Shipping ReviewTANKEROperatorMarch 2012 TANKEROperator 01ContentsMarketsDemand heading for a slowdownNews ProfileShipboard fatigue - factUS Report Arntzen spells it outPipeline, or tanker?ShipmanagementInterManager gainsInmarsats service bundleAWT upgradesWallem goes for DNVChemical/Product TankersLow contracting a good signWhats in your tank?PiracyISS solutionCCTV protectionTechnology26 Latest LPGC deliveredFront cover Thomas Gunn is to supply an additional 43 Unicom-managed vessels with its outfit management service, bringing the total upto 78 vessels, the bulk of the companys fleet. The vessels will be supplied with both customised Russian Hydrographic Officeand UK Hydrographic Office charts and publications, in both digital and paper format.30 STS Transfer GAC enters Sri Lanka LOI warning32 Tank Services IMOs PSPC COT Scanjet expands14040610261924I Weve been here beforeIII How did it go wrong?X Top 30 ListingXVIII Noboru Ueda Profile XX Witherby changes tackANNUAL REVIEWTANKEROperator

March 2012 2COMMENTFishermen shot dead- an accident justwaiting to happenTANKEROperatorVol 11 No 4Tanker Operator Magazine Ltd2nd Floor, 8 Baltic Street EastLondon EC1Y 0UP, UK www.tankeroperator.comPUBLISHER/EVENTS/SUBSCRIPTIONSKarl JefferyTel: +44 (0)20 8150 [email protected] CochranTel: +44 (0)20 8150 [email protected] SALESMelissa SkinnerOnly Media LtdTel: +44 (0)20 8950 [email protected] year (8 issues)195 / US$320 / 2202 years (16 issues)300 / US$493 / 336Subscription hotline:Tel: +44 (0)20 7017 3405Fax: +44 (0)20 7251 9179Email: [email protected] CheungTel: +44 (0)20 8150 [email protected] by PRINTIMUSUl.Bernardynska 141-902 BytomPoland The alleged shooting dead of two Indian fishermenoff the Indian coast last month has thrown up aplethora of theories and counter theories as to whatdid actually happen. The upshot was that the DAmato managed Aframax Enrica Lexie wastaken to Kochi where the armed guards on board were arrested andcould be charged with murder. Although at the time of writing, it was early days following thisincident, the facts as stated by both the Italians and Indians do not addup, according to one US-based security concern. At the beginning, the Italians insisted that they were approached by aboat that didnt answer to warnings, including flares and radio calls (Ithas since been established that both were attempted, quoting a reportfrom Washington, DC-based C-Level Maritime Risks). Conflicting reports of the incident have been received from bothsides. For example, the Italians insisted that the event occurred 30 milesoff the Kerala coast - at 12.30 hours Rome time - or 14,30 hours localIndian time. And the Italian Navy reported the encounter first - beforeanyone else, including the Indians. For their part, the Indians insisted that the attack occurred at only 14miles off the Kerala coast - which they insisted was inside territorialwaters. However, even if the distance was correct, the conclusion waswrong. Territorial waters extend only 12 miles, while 14 miles is ininternational waters.What was really confusing, said C-Level, was that the Indians claimthat the attack occurred at 17.00 hours locally - a full 2.5 hours laterthan when the Italians said it occurred. Another anomaly was, if the Italian marine infantry are to bebelieved, the description of the fishing boat from the Indians did notmatch the description of the boat they encountered. There were alsoconflicting reports on the number of fishermen seen on board the vesseland the number of bullets actually fired. The official Indian story was that there are no pirates in the watersoff Kerala, which the security company said is simply not true. Fishermen often approach a large vessel underway, as its wash churnsup the surrounding sea and with it the fish. Following the reported incident, someone should have accessed theAIS tracks of the Enrica Lexie and the other ships in the vicinity andcompared them with the time and location of the Indian fishing boat.The coastal radar of the Kerala Coast Guard should be recorded - orat least notes taken - to compare with the AIS. An Italian report issued in mid-February called for a ballisticscomparison. Unfortunately, the Indians who were shot and killed arenot to be given autopsies, as the Indian authorities refused. To help create a level playing field, C-Level Maritime Risks calledfor armed guard regulations to have teeth. If it is found that an armedguard team has fired in error, thats bad enough - but for it to remainquiet, thats really much more condemnable. And self-regulation reallyis not the way to go - its a necessary but not sufficient condition, thesecurity companys report said. In conclusion, the report said that the IMO has to step in and startadopting regulations with teeth - this is the wake-up call that has to benoticed - otherwise more will die - and countries will again findthemselves shoved into confrontations that no one wants, while piratesprofit from the confusion and the new reticence of guards to use theirweapons.Another US-based security concern told Tanker Operator a couple ofmonths before this incident occurred that there were many fishingvessels in the Gulf of Aden/Red Sea areas. The fishermen are mostlyarmed for their own protection, as they live by the gun in almostlawless states. However, they pose virtually no threat to passingshipping. UK-based marine safety concern, BCB International has called onworld leaders to rethink the self-protection measures used bycommercial ships to ward off pirate attacks. The company said that ithad been warning for some time about the dangers linked with the usedof armed guards on commercial vessels. While accepting that the vast majority of armed guards protectingcommercial vessels are extremely well trained and highly professional;the company said that there can be no room for human error whenlethal force is used. We have also seen reports of naval units attacking innocent fishingcraft with fatal results. After all, in the Indian Ocean, pirate motherships are often captured dhows, or large fishing vessels. How do youtell the difference when put in a position where a decision has to betaken almost in a split second?Was this particular incident caused by trigger happy marines, a shearpanic reaction, or a calculated attempt to ward off an attack? Both sidesdiffer on this. The P&I clubs must be tearing their hair out. TO20 years experience. 1 simple solution. Type Approved PMS Minimal Training Required Rapid Technical Support Service No Per Seat or any Annual License Fees Global Customer Base from VLCCs to Workboats Complete Package or Single Modular Components available PMS, Stock, Procurement, Dry Dock, Safety & Document Management SolutionsFrom ship to shore,simplicity is the key to success.Visit www.marinesoftware.co.uk or email [email protected]

March 2012 04INDUSTRY MARKETSTanker demandheading for aslowdown?During the middle of January, BP released its long term view of energy markets to 2030. Although the outlook covers allenergy sources, for tankermarkets the emphasis obviouslyis on oil. Gibson Researchhighlighted several points from the BPforecast that are closely related to the tankersector.Most importantly, BP expects growth inglobal liquids demand of 16 mill barrels perday (oil, biofuels and other liquids) over thenext two decades, rising to 103 mill barrelsper day by 2030. This compares with growthof 19 mill barrels per day over the past 20years, resulting in a slowing down, from anaverage of around 1.2% per annum to 0.8%per annum.However, a critical part of the outlook isthat only 9 mill barrels per day is expected tocome from crude oil, with the rest comingfrom biofuels, NGLs and other fuels(including processing gains), Gibson said.China and India would account for more than70% of demand growth, with consumptionrising by 8 mill barrels per day and 3.5 millbarrels per day, respectively. Demand inOECD countries is likely to fall by 6 millbarrels per day. Faced with a difficult task of projecting sofar ahead, BPs outlook is based on theassumption of accelerating current trends inthe energy sector, such as a drive for cleanerenergy and greater fuel efficiency. For example, in the transport sector,..efficiency of the internal combustionengine is likely to double over the next 20years, BP said. This incorporates thatsales of conventional passenger vehicles,accounting for nearly 100% today willdecline to a third of total car sales by 2030and that sales of hybrid cars will dominate.However, BP cautions that if there are nochanges to fuel efficiency, car usage and useof alternatives, oil demand in road transportwould increase by a massive 23 mill barrelsper day.This huge difference illustrates theimportance of technology combined withgovernment/consumer policies and the bearingit will have on the tanker business, Gibsonsaid. On the supply side, growth in global liquidsdemand is expected to be met primarily byincreasing OPEC production, which wouldrise by 12 mill barrels per day, with the largestgains in NGLs and crude output from Iraq andSaudi Arabia. Perhaps worryingly for the tanker market,BP anticipates that the Americas will largelybecome energy self-sufficient by 2030, due tostrong growth in Canadian oil sands, Braziliandeepwater projects and US shale oil, as wellas US and Brazilian biofuels. Overall, these trends will have majorimplications for the tanker markets. Althoughat present the immediate threat for theindustry is tonnage oversupply, in the long runfactors such as slowing demand,environmental concerns, fuel efficiency andtechnological advances will be among themain drivers that will shape the future of theoil markets and with it, deman