SMM news

SMM news
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
|
No 1
2011
Technology fends off pirates
Banks are finally willing to provide more capital for new ships. Alternative financing models are gaining in importance.
Today’s maritime security threats cannot be addressed effectively without
coordinating civilian security and military defence activities. The MS&D
international conference and exhibition on maritime security and defence
Hamburg will provide an ideal platform for promoting these efforts.
Photo: Baycrest
External finance:
Beijing’s China
Development Bank is
shopping in Europe.
No doubt, the general morale is improving:
“We are ready to do business once again,”
says Dr Holger Janssen, head of the ship
finance department at UniCredit. But the
times of aggressive financing structures in
shipping with redemption-free years or equity pre-financing in return for placement
guarantees are over. One thing is for certain: “While you will always find financing
for good business, ship-owning companies
must have much more capital of their own to
show today than before the crisis,” says expert Max Johns (refer to interview). Not only
have the banks become more cautious, but
the tighter regulation of the finance sector
(Basel II/III) is an additional limiting factor
for lenders in ship financing.
to be the preferred financing method. Investors still have not fully overcome the past
market turmoil and are shunning the entrepreneurial risk inherent in ship investment
– another reason for shipowners to look for
alternative sources of equity and be more
accessible for the capital market. “Private
placements will increase in number,” says
Hamburg-based finance expert Albrecht
Gundermann. According to reports, HapagLloyd, for example, has recently teamed up
with Onyx, a government-owned investor
from the Sultanate of Oman. Then there is
always the option for large container shipping companies to go public. Out of 44 shipping companies listed on the New York City
Stock Exchange, no more than four are container-only. Experts believe there is much
more potential.
More money from the Far East
Increased capital requirements due to larger ship sizes as well as tougher regulation of the banking sector will reinforce the
trend towards syndicated loans, thereby
spreading the risks and internationalising
the financing schemes. “We expect Asian
banks in particular to gain in importance
for the ship finance market,” says Ralf Bredranowsky, Global Co-Head of DB Shipping.
China Development Bank’s tie-up with German ship finance bank HSH Nordbank supports that notion although experts caution
not to expect an inrush of foreign capital
from the Far East for the European shipping
industry.
The market is still good for many surprises
and it supplies a host of discussion topics for
the 4th SMM Ship Finance Forum to be held
on September 3rd, one day prior to SMM
2012 in Hamburg.
In Germany, where about one third of the
global containership fleet is financed, the
traditional “KG model” will likely continue
You can always get financing for a sound project
Are there any alternatives to the KG model?
There are several alternatives on the international market but not all of them are entirely suitable for the German market. For
example, private placements have become
more popular again recently. It remains to
be seen whether more German shipping
companies will choose to go public. This
would allow them to make much better use
of the bond market than before.
Do you anticipate an increasing involvement
of Chinese banks, and if so, in what form?
We are not expecting a sudden shift of ship
finance to Asian banks. Of course, banks,
and in particular, Chinese banks will intensify their involvement in syndicated financing arrangements. There is nothing
abnormal about that; rather, it is appropriate considering the role Asia is playing in
the shipping and financial markets. German
ship-owning companies, however, are typi-
cally medium-sized businesses with very
close ties to their respective banks. Many
crisis-related issues have been resolved
successfully because of that. It is important
to maintain these close relationships.
N
early 1,200 seamen were kidnapped during the year 2010. The constant threat of
pirate attacks, carried out with increasingly
sophisticated equipment and growing brutality, especially off the coast of Somalia and in
the Indian Ocean, has made security a major
concern of international shipping.
High-level event
Piracy will be among the top items on the
agenda of this year’s international conference and exhibition on maritime security and
defence (MS&D) in Hamburg from 15 to 17
June 2011. The MS&D offers a unique forum
for decision makers and high-level experts
from all over the world to present new technologies and discuss current security issues
at the concurrent international conference.
With a festive opening ceremony, a reception and an official dinner, the special events
programme will provide plenty of networking
opportunities. The panel sessions on defence
and security topics will feature delegations of
distinguished international experts. For program information and to register please visit
www.msd-hamburg.com
Infrared cameras capable of sensing the
presence of pirates at any time of day or
night, ultrasonic guns for fending off attackers on skiffs, improved equipment for onboard shelters – shipowning companies are
investing heavily to better protect their ships
and crews. PITAS (Pirate and Terrorist Aversion System), a cooperative project under the
auspices of navigation specialist Raytheon
Anschütz, relies on early warning systems,
evasion manoeuvres and de-escalation strategies. The British armaments group BAE Systems recently presented the prototype of a laser gun that could be installed on board any
merchant ship to blind attackers up to two
kilometres away to prevent a gunfire attack.
But ultimately the best choice is to leave
matters to the maritime security professionals: “Protecting sea routes, carrying out
reconnaissance operations, defending ships
against piracy and policing sea areas far away
from their home waters has become daily routine for naval forces,” says Ulrich Otto, Chairman of the MS&D Conference Defence Panel.
The retired Rear Admiral was Director of the
Naval Bureau of the German Navy until 2008.
Navies of several countries have been
providing assistance during the North
African crisis. The naval units deployed
under the Atalanta mandate have succeeded in protecting ships against pirates and in freeing kidnapped vessels
on numerous occasions.
As the example of piracy shows, civilian security and military defence forces join hands in
an increasing number
of situations. This
is
reflected
in
the agenda of the
MS&D convention,
which also touches subjects such
as the fight
against smug-
gling and terrorism, protection of the environment and port security. Operating over an
extended period of time with limited resources far away from the home port places high
demands on naval logistics and requires new
strategies, modular structures and innovative engineering solutions. This year’s focus
of the concurrent MS&D trade fair is on unmanned systems. Specialised ships also play
an ever more important role in this scenario.
Under the Joint High Speed Vessel (JHSV)
programme, Austal is now building five multipurpose catamarans that will be used by the
U.S. Navy for troop transportation in coastal
waters. These fast ships are 103 m in length
and will do more than 35 knots. The first one
will be delivered at the end of this year. Its
four 9,100-kW engines are supplied by German manufacturer MTU.
lenght < 290 m | draft < 12 m | < 4,000 TEU
1988–2000 | 4th generation
Post-Panamax
length < 305 m | draft < 13 m | < 5,000 TEU
2000–2005 | 5th generation
Post-Panamax Plus
length < 335 m | draft < 14 m | < 8,000 TEU
2006 – | 5th generation
new Panamax
length < 397 m | draft < 15.5 m | < 14,500 TEU
In September 2005, ship classification
society Germanischer Lloyd presented a
design study developed jointly with Hyundai Heavy Industries for a ship type with
a capacity of 13,000 standard containers,
which sounded pretty daring in the days of
the 9,200-TEU MSC Pamela. Barely a year
later, Emma Maersk and her seven
sisters outperformed that design
by far, taking on as many as 14,700
containers at a hull length of nearly 400m.
This is the current standard for large
containerships. In 2010 German shipping
company Claus-Peter Offen, one of the
largest ship charterers, commissioned the first four of a series of nine 14,000-TEU freighters, each 365.5 m in length.
smm-hamburg.com
Please contact:
Travel agency Rauther
Ulrike Thomsen
Phone: +49 40 724161–70
Fax:
+49 40 724161–69
E-mail: [email protected]
As the large industrialised nations are cutting their military budgets, shipbuilders and
their suppliers are hoping for orders
from the navies of newly industrialised countries (NIC). China has announced a 12.7%
increase of its military
spending. As of 2016, several
Brazilian-built Scorpèneclass submarines are
to be delivered to the
Brazilian navy. India
is constructing naval
ships under licence
from
French
and Spanish
shipyards.
A selection of services offered is
given at: www.rauther.de/fair/smm
MS&D 2011 with
online tickets
W
ith roughly 3,000 visitors, the SMM India
has clearly established itself as a leading maritime industry fair on the subcontinent. “We have been able to bring the leading
brands of the maritime industry to India,” said
Peter Bergleiter, Project Director SMM. In his
opening keynote address, Secretary K. Mohandas from the Indian Ministry of Shipping
underscored the positive development of the
industry and the resulting business opportunities. Dr Satish B. Agnihotri, Director General
of Shipping & Ex. Officio Additional Secretary
to the Govt. of India, stressed the importance
of the Maritime Agenda 2020 which aims at
quadrupling the current Indian tonnage. More
Hamburg Messe highlights
Manoeuvre: Container giant “Christophe Colomb” (13,344 TEU) of CMA-CGM in the port of Hamburg.
Just a few weeks ago, it was once again
Maersk who set a new record in terms of
ship dimensions. The Danish shipowning company confirmed orders for ten
Triple-E-class vessels from South Korean
shipyard Daewoo. At the same length as
“Emma Maersk”, these post-Panamax
ships are designed for 18,000 standard
containers. The larger, the more efficient:
“With these new ships we also want to
contribute to the reduction of CO2 emissions,” said Maersk Line CEO Eivind Kold-
ing. According to him, the carbon dioxide
emissions from these vessels will be 50%
less than the current standard on the
route between Europe and Asia.
So will this be the end of the growth trend?
Apparently not! The first shipyards are
already designing new extended-length
vessels capable of sailing from Asia to the
U.S. through the expanded Panama Canal. The capacity envisioned for these new
Panamax behemoths: 20,000 TEU.
15–17 June 2011
international conference
and exhibition on maritime security and defence
Hamburg Messe
Fairground
27–29 September 2011
Hamburg Messe
Fairground
4–7 September 2012
Hamburg Messe
Fairground
Use the prior registration tool
on the web for your MS&D visit.
The online ticket shop is now
available. Everyone with an
invitation from an MS&D exhibitor can activate his admission
ticket on the MS&D website. All
other MS&D visitors can buy their
ticket online at msd-hamburg.
com. With an online ticket, every
visitor has direct access to the
trade fair grounds and does not
have to waste time queuing in the
entrance area. So register online
and save time and money.
Smartphone app for
mobile exhibitor search
SMM India clearly established
For the first time, at SMM 2012
Hamburg Messe will also provide
an online exhibitor directory for
mobile terminals. To access this,
you need only an Internet-capable
browser on your unit to call up the
SMM website smm-hamburg.com
than 100 exhibiting companies of the shipbuilding industry showcased their latest developments at the second fair held under the
SMM brand in early April.
SMM India, a joint project of Hamburg Messe
und Congress and its Indian partner, Inter Ads
Exhibitions Pvt. Ltd, is held every two years
at the Mumbai Exhibition Centre. The simultaneous two-day conference offers decision
makers and experts an opportunity to discuss
current topics of the industry. “The quality of
visitors this year was outstanding,” said Rajan Sharma, Director of Inter Ads Exhibitions.
www.smm-india.com
IMPRINT
Publisher:
Hamburg Messe und
Congress GmbH
Messeplatz 1
20357 Hamburg, Germany
Phone: +49 40 3569-0
Fax:
+49 40 3569-2149
Editorial office: printprojekt
smm-hamburg.com
SMM 2012: The Countdown
The shipbuilding and supply industries have been enjoying dynamic growth this year. With ship efficiency and environment protection as key challenges,
they are redoubling their efforts to develop innovative solutions. It will be exciting to see the new highlights at SMM 2012. Most of the exhibition space
has been rented already, and once again SMM is anticipated to be fully booked before the official application deadline.
T
he wind has turned – and it is helping
shipbuilders and their suppliers gather
way. The organisers of the leading global
trade fair of the shipbuilding sector say:
“The number of confirmed exhibitor bookings for SMM 2012 is clearly above the level
at the same time two years ago,” says Peter
Bergleiter, Project Director SMM at Hamburg Messe und Congress GmbH (HMC).
This overwhelming response did not come
unexpectedly, according to a survey conducted at SMM 2010. 98% of the exhibitors
had announced their intention to return the
No time to lose!
Application deadline
for SMM 2012:
14 October 2011
If you require application forms or
visitor information on SMM 2012,
please contact:
Hamburg Messe und Congress GmbH
Project Management MA-3
Messeplatz 1
20357 Hamburg,Germany
Phone: +49 40 3569–2146/-2147
Fax: +49 40 3569–2149
[email protected]
smm-hamburg.com
Online registration
Exhibitors of SMM 2012 can have
themselves registered with a click
of the mouse via the new paperless
electronic online registration
system smm-hamburg.com
Growth Market: Technically sophisticated multi-purpose ships for offshore work (photo: “Rem Hrist” built by the Norwegian Ulstein Group) are in great demand.
next time (see below). Last year’s fair was
fully booked, as well, in spite of the difficult
economic conditions still affecting the industry. The 24th “shipbuilding, machinery
& marine technology international trade fair
hamburg” attracted 50,000 industry visitors
eager to explore the products and services
of 2003 exhibitors from 58 countries. The
events abroad – SMM Istanbul in January
and SMM India in April – also met with lively
interest.
Green highlights
SMM continues to be the leading international platform of the maritime industry.
Every two years, shipbuilders and suppliers
April 2011 – Printed in Germany
Subject to changes
present innovative solutions and technologies to top-class industry representatives
from all over the world at the Hamburg
event.
and optimised hull shapes to efficient fleet
management.
Minimising the environmental footprint
of shipping continues to be an important
objective of SMM. “It is our obligation to
protect the maritime environment,” said
CEO Micky Arison of Carnival, the world’s
largest cruise ship operator, during the
inaugural event of the global maritime
environmental congress (gmec). Following its successful launch, the gmec will
be a regular part of the SMM programme
in the future to promote the green agenda,
from alternative propulsion technologies
It is no news the energy sector can benefit
from the vast technological competence of
the shipbuilding industry in many ways.
Highly specialised vessels are used to supply oil platforms and offshore wind turbine
installation sites. Heavy lift ships haul gigantic components to their destinations. The
maritime know-how of shipyards and component suppliers is in high demand. This is
reflected by the global reach of SMM. The
success story of the maritime economy and
its leading industry showcase continues.
Bright prospects
Cheerful exhibitors and visitors
W
Venue: The next SMM India will again take place in Mumbai.
Photo: HMC/Z
Panamax
Photo: HHLA/Thomas Hampel
1980–1988 | 3rd generation
You can make your hotel overnight
bookings during SMM via the SMM
2012 website www.smm-hamburg.
com or the HMC partner FIRST
travel agency Rauther, which also
provides a comprehensive service
for your trip to Hamburg and leisure
activities – before, during and after
SMM 2010.
Perspective: The German navy’s frigate 125 can
provide naval support to special forces.
E
conomies of scale continue to drive the
trend towards larger containerships.
While the first-generation vessels built
until 1968 were 180 metres long and carried 750 TEU, the third generation from
1972 onward had grown to 287 m and four
times the capacity. By 1999, 354-m ships
carrying more than 8,000 TEU were a common sight.
We`ll book a hotel for you
Flexible response
Containerships:
The next generation
Containership-Evolution since 1980
you can easily get a great deal
done online in the run-up to the fair.
2011
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4 –7 sept 2012
HMC offers a comprehensive
online service for SMM 2012.
Via the SMM website
smm-hamburg.com
Illustration: ARGE F125/TKMS
The German “KG” model has had a long and
successful history. Does it have a future?
Absolutely. The KG model will always play a
major role on the German market. Investors
and enterprises trust it. Of course, investing in a ship means acquiring an interest in
a firm with all the associated risks. However,
it was not the KG model that caused the financing bottlenecks but the global financial
crisis.
Photo: VDR/H.-J. Hettchen
Mr Johns, what will be the longterm consequences of the economic
and financial crisis on ship finance?
The crisis has changed the scene in the
banking sector, including ship finance. The
requirements for external finance have become stricter. Shipowners must raise much
more capital of their own now. On the equity
side, investors are still hesitant due to the
volatility of the markets. But then, you can
always get financing for a sound project.
Expert:
Max Johns,
spokesperson
of the German
Shipowners’
Association
VDR, teaches
Ship Finance at
the Hamburg
School of Business Administration.
Troop Transporter: The multi-purpose catamarans
made by Austal do more than 35 knots.
No 1
Online service
for SMM 2012
Photo: Dbenbenn
T
he worst is over. Charter rates have recovered in some key segments of the
shipping industry, and banks are more willing to provide external finance for new ships.
But the financial crisis has left its marks
and prompted a sustained change of course
in ship finance. The requirements have become tougher for both equity and borrowed
capital, paving the way towards alternative
forms of financing.
Illustration: Austal
Ship finance on a new course
SMM news
| 2011
Photo: Ulstein Group/Arild Solberg
No 1
e are extremely pleased
with the outcome of this
trade event,” said Peter Dan
Petersen, summing up his
impressions from SMM 2010.
The Senior Manager Marketing Communications of ship
engine manufacturer MAN
Diesel & Turbo repeated what
most exhibitors stated in the survey
conducted by an independent research institute on behalf of HMC at the end of last year’s
SMM. 94% of the exhibiting companies rated
the event “very good” to “satisfactory”. 96%
said the trade fair had fulfilled their expec-
Expectations surpassed: 96 per cent of the participating companies
said SMM 2010 fulfilled their expectations.
tations, and 98% said they would
return in 2012. Nearly as many
respondents (97%) confirmed
they had made contact with their
most important business partners,
and 97% said they concluded or made
arrangements for business deals.
96%
To some extent the success
of the event depends on the
quantity and quality of exhibitors and visitors. Shipowners,
Business success: 97 per cent of the respondents said they concluded
one or several deals at SMM 2010 or made arrangements for new deals.
smm-hamburg.com
shipyards and suppliers were the largest visitor groups; 70% of the exhibitors were shipbuilders or suppliers. The exhibitors found
an ideal target audience and vice versa. As
many as 68% of the visitors at SMM 2010
were decision makers.
97%
Confirming that SMM is consid
considered the flagship event of the
ex
maritime trade not only by exhibitors and visitors alike, an
overwhelming 96% of the respondents gave it a rating of
“good” to “excellent”.
Photo: HMC/Z
SMM news
Stampede: Numerous executives and decision makers
from the industry attended SMM 2010 .
SMM news
SMM news
SMM news
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
Henrik O. Madsen, CEO of the Norwegian
classification society DNV. The new DNVclassed tanker Triality is scheduled to go on
her maiden voyage in 2014. “This ship uses
established technology and is especially
environment-friendly and appealing even
from a financial perspective,” says the CEO
of DNV. Compared to a conventional supertanker, Triality will emit 34% less CO2 and
consume 25% less energy. NOx emissions
will be 82% less, and sulphur oxides as
much as 94% less than with a conventional
HFO system.
News from
Seatrade
Europe
Upswing ahead
The recent economic upturn and dynamic growth has reached the transport sector and will eventually benefit the shipbuilding industry as well.
T
Over 14 million TEU
January 2010 (37.3%). In early 2011, the
all-container ship fleet comprised about
4,900 units with 14.1 million container
spaces; 258 new units with a total capacity
of 1.3 million TEU were delivered last year.
The original plans had been for 462 deliveries totalling 2 million TEU, says the ISL.
On the Rebound
Taking a closer look at the containership
market, shipyards’ order books were on
the decline until mid-2010, according to
the German Institute of Shipping Economics and Logistics (ISL). The second half
of the year saw a rise in new orders. In
early January 2011, the global order book
listed 611 vessels with a total capacity of
3.8 million TEU, equivalent to about 27.2%
of the current container fleet in service.
This ratio was substantially lower than in
Based on the order book, the fleet will
grow 11.9% this year and 9% next year. The
World shipbuilding
2007
Completions
New orders
80,000
Figures in ’000 CGT
CESA based on IHS Fairplay
70,000
60,000
2004
2005
50,000
40,000
2000
1999
number of ships scrapped, while below
the 2009 level (377,000 TEU), remained
comparatively high at 126,000 TEU in
2010. The volume of inactive tonnage has
been dropping steadily. AXS Alphaliners
reported 145 ships totalling 330,500 TEU
in early 2011, expecting a further drop
to 150,000 TEU. During the peak of the
crisis in 2009, 12% of the fleet were sitting
idle. Shipping companies weathered the
crisis by slow-steaming and postponing
orders.
90,000
Demand and supply
2003
2001
All this is good news for the Seatrade Europe Cruise & Rivercruise Convention 2011
to be held on Hamburg Fair site from 27 to
29 September 2011. With products from
cabin interiors and kitchen equipment to
audio, lighting and IT systems, the “Suppliers’ Workshop” on the second day of the
trade fair will showcase the full range of
supplier offerings and provide a networking opportunity for industry professionals.
Apart from presentations by three worldwide leaders in the cruise ship building industry (Fincantieri, Meyer Werft / Neptun
and STX France) there will be ten-minute
“speed dates” for suppliers to introduce
themselves to the shipyards’ chief purchasers. Pre-registration is required:
www.seatrade-europe.com
Shipbuilding: The order books of Europe's cruise ship builders are full.
2002
30,000
20,000
smm-hamburg.com
2010
2006
2008
2009
Photo: STX Europe
The world fleet tonnage grew by 8.5%
(2009: 5.7%) to 983 million GT (2000: 906).
The same trend could be observed in the
container fleet tonnage, which grew 8.7%
(2009: 4.9%). Bulk carriers were up 17.2%
(2009: 7.8%), whereas the tanker fleet
tonnage grew by 3.7% (2009: 9.2%). According to Clarkson Research, 7,191 new
ships with a combined tonnage of 137.7
million CGT were on order globally.
L
eisure cruises
continue to be
a hot selling item
in
international
tourism. According to Seatrade Insider, there are currently
newbuilding orders for as many as 21
cruise ships totalling 53,000 bunks, with a
total value of 13.3 billion US dollars. The
market is equally attractive for suppliers
and service providers: In 2009, ship owners spent about 5.4 billion euros on equipment, services and provisions in Europe
alone.
Photo: MEYER WERFT GmbH
he economic recovery has been surprisingly vigorous. According to the
IMF, the world economy grew by 5% in
2010. This helped the transport sector,
which grew by 12%. A study by Deutsche
Bank Research reports that “global container traffic increased by 11% or more
last year after having seen a decline in
2009 for the first time in recorded history
(minus 9%)”. Experts expect a 7% growth
in 2011 and 2012. The prospects are promising for the next SMM.
“Norwegian
Epic”: Yards
such as STX
France need
capable suppliers for their
new cruise
ships.
I
n relation to the volume of goods transported, there is hardly a mode of transportation less damaging to the environment
than shipping. No more than three per cent
of global noxious emissions are attributable
to ship traffic. But that isn’t good enough:
with the ultimate goal of a zero-emission
ship in mind, the industry has been on a
quest for alternatives to sulphur-laden HFO.
The “green wave” is getting a push from
politics. The pressure from governments
and the public to enforce stricter emissions
rules is growing. The Emission Control Areas (ECAs) in the North Sea, the Baltic and
along the North-American coastlines impose tight limits (see insert). Other regions,
such as the Mediterranean, will follow suit.
These new restrictions have a major impact
on ship design.
“Considering that a ship has a service life
of 25 years, we need new concepts now to
improve the CO2 balance of the shipping industry sustainably,” says Spyros Polemis,
Chairman of the International Chamber of
Study: Norwegian
classification society
DNV presented a model
for an innovative LNGpropelled supertanker.
the main fuel, is carried on board in vacuum-insulated thermal tanks. The results
are impressive: NOx emissions have been
cut by 155 tonnes per year, an 88% reduction
compared to a diesel power plant. CO2 emissions have been reduced by 21%, or 2,230
tonnes per year.
Experts are working feverishly on new
LNG propulsion solutions. “I am convinced
that by the year 2020 most shipowners
will be ordering LNG-powered ships,” says
Pioneer: The oil platform supply vessel “Viking
Energy” was the first such ship to run primarily on
natural gas.
Shipping (ICS). When chairing the first-ever
global maritime environmental congress,
gmec (see insert) last year, Polemis took a
closer look at the future of ship propulsion
– a future that has “liquefied natural gas”
(LNG) written all over it. Natural gas is liquefied at –162 °C to shrink its volume by a
factor of 600. Norwegian owner Eidesvik’s
oil platform supply vessel “Viking Energy”
was the world’s first ship equipped with a
dual-fuel electric propulsion system. LNG,
S
Ebru Goca from Turkish Partner Goca Exhibitions agreed: “The strong support we
received from the Turkish government
Svenja (Sietas Type 183), 160 metres in
length, is equipped with two gigantic cranes
boasting a joint lifting capacity of 2,000 metric tonnes. The previous champions of the
fleet, both Sietas Type 176 vessels, could
carry “only” 12,000 tonnes of cargo, and
their twin cranes were rated 700 tonnes
Floating powerhouse: “Industrial Freedom” owned by Intermarine taking a wind turbine to the installation site.
World champions: “Lone” and her sister ship “Svenja”
are the world’s largest heavy lift transport vessels.
As all these examples show, liquefied natural gas is a force to reckon with. Building up
an adequate refuelling infrastructure will
accelerate its popularisation. Northern Europe has taken the lead.
each. “Our two new heavy lift vessels are going to be our specialists for the most complex
and demanding jobs,” explains Lars Rolner,
Managing Partner of SAL.
plants. The booming offshore oil and gas
business and the equally promising wind
power industry are sure to keep the owners and builders of these vessels busy for a
while. Svenja’s ‘tween deck contains a huge
107 m × 17 m × 13.6 m cargo hold for up to
11,000 tonnes of cargo. Capable of sailing with open hatches, the vessel can even
transport items extending above the hatch
cover level without a problem.
to lift the cargo onto a pontoon which
would be towed to a special heavy lift
vessel from where it was installed.
“Jumbo Javelin” and “Fairplayer” can
jointly lift up to 1,800 tonnes and are
equipped with winch systems allowing them to carry out installation of
parts weighing up to 1,000 tonnes in
water depths of up to 900 metres, or
200-tonne parts in 3,000 metres.
Much like “Svenja” and “Lone”, Dutch owner
Jumbo Shipping’s “Jumbo Javelin” and “Fairplayer” are equipped with dynamic positioning systems allowing them not only to load
and transport but also to place their loads
with high precision at the point of installation. In the past, these were separate steps of
the installation process: a floating crane had
Beat that: In tandem operation, the
two cranes on board “Svenja”
(SAL Heavy Lifting) can handle loads
of up to 2,000 tonnes. Both cranes
were built by German specialist
Neuenfelder Maschinenfabrik, a
subsidiary of Sietas shipyard.
lenty
of
power for
heavy lifting
and precision
control for load
placement:
Ship-mounted
cranes play a vital role today. The rapid
increase of offshore installations has boosted
demand for heavy lifting
capabilities. Crane sizes
have reached stunning
dimensions.
In the 1970s, an average shipboard crane
had a lifting capacity of
five to ten metric tonnes.
Today, mast cranes (e.g.
Huisman-Itrec) lift up to
900 tonnes, slewing tower
cranes (such as an NMF) do
up to 1,000 tonnes. Deploying them in tandem doubles
that lifting capacity. Cranes
capable of handling from 80
tonnes upwards are called
heavy lift cranes. Since they
are considerably slower than
smaller units, they frequently feature an auxiliary lifting
system allowing them to
move smaller loads more
rapidly. This gives craneequipped ships added flexibility.
Flexible all-rounders
Laying pipeline, exploring oil and gas deposits, maintaining
offshore structures – there is plenty of specialised work to be
done at sea, and only specialised, sophisticated ships can do it.
Breakthrough: The multi-purpose
RoRo ships being built for Norwegian owner Sea-Cargo will be
propelled by LNG.
A
Industry
gathering:
SMM Istanbul
took place
from 26 to 28
January at the
Bosporus.
and the Undersecretariats for Maritime
Affairs and Defence Industries as well
as from all the industry and professional
organisations has shown that we are investing in a market with a great future.“
Apart from numerous Turkish shipyards
P
venja” and “Lone” are the names of the
two largest, most technically advanced
heavy lift vessels the world has ever seen.
The two sister ships were built by J. J. Sietas
shipyard, Hamburg, for the German heavy
lift and project cargo shipping company SAL
which is headquartered at Steinkirchen near
Hamburg.
The heavy lifters move everything too big to
fit into a container: turbines, generators, oil
platform components, machines and entire
Business at the Bosporus: SMM in Istanbul
bout 140 exhibiting companies from
25 different countries; 2,600 visitors from 40 nations: The outcome of the
SMM Istanbul from 26 to 28 January was
encouraging. “The Turkish shipbuilding industry had been hit hard by the
economic and financial crisis. But it has
come around and will play a key role in
the future. We want to support this development,” emphasised Peter Bergleiter, Project Director of SMM at Hamburg
Messe und Congress GmbH (HMC), in his
review of the trade fair.
Sheer muscle:
deck cranes
As single cargo items are getting larger and heavier, a new generation of heavy lift vessels stands
ready to face the challenge.
Japanese shipowner NYK Line has presented a new LNG containership design. The
353 m “NYK Super Eco Ship 2030” has a capacity of 8,000 TEU. Her main power source
will be a fuel cell plant using LNG. While dual-fuel propulsion systems capable of burning boil-off gas are common on large LNG
tankers, rising gas prices have prompted
some owners to build LNG tankers propelled
by HFO while using on-board reliquefaction
systems for the boil-off gas. This is clearly
not going to help the environmental balance
of shipping. Forward-thinking companies,
such as Dutch owner Anthony Veder, believe
in LNG propulsion: Veder has ordered a new,
156 m, 15,600-cubic-metre short sea LNG
tanker from Meyer Werft, Germany, that will
be propelled by an LNG power plant satisfying the strictest environmental standards.
| 2011
and suppliers to the shipbuilding industry,
several well-known exhibitors from Asia
and Europe showcased their products and
services at SMM Istanbul 2011. Among
the highlights of the event was the “Green
Shipping” session on the second day.
T
he general economic recovery in many
countries will also help the maritime industry,” says Haakon Haland, Fund Manager
at Plenum Maritime Fund. Builders and operators of specialised craft in particular are
in high demand. The increasing need for energy is driving offshore oil and gas exploration as well as wind farm development, both
of which depend heavily on advanced maritime technology. For example, innovative,
high-tech vessels are to tackle the enormous
challenges of tapping ultra-deepwater oil
deposits off the coasts of Brazil and western Africa. Seven anchor tugs were ordered
recently by the Brazilian offshore services
company Norskan.
SMM Green Shipping Guide 2011
F
ollowing the successful
launch of the new title in
2010, Seatrade and SMM have
joined forces again to update
this publication focusing on
how shipping is going green,
the challenges associated in
keeping ahead of regulations
and the exciting technology that
will shape the ships of tomorrow.
SMM Green Shipping
Officially endorsed by
featuring
Guide 2011
A powerful advertising vehicle that sets out to focus on
shipping's greatest challenge – the best way to go green
and
delivering a uniquely targeted high profile global audience.
The Green Agenda
is non-stop
Following the successful launch of this new title in
2010, Seatrade and SMM have joined forces again to
update this publication focussing on how shipping is
going green, the challenges associated in keeping ahead
of regulations and the exciting technology that will
shape the ships of tomorrow.
The 2011 edition will include interviews and opinions
from the world's leading shipping executives,
environmentalists and regulators plus a series of
articles highlighting green innovations and technical
solutions from around the globe.
Unique niche audiences
10,000 copies will be printed for distribution
to all SMM exhibiting companies and to the
VIPs and delegates that attended gmec plus the
September issues of Seatrade magazine and
Seatrade Cruise Review. Plus a unique bonus
distribution at major worldwide shipping
events in autumn 2011 including:-
Kormarine Expo Busan
Europort Holland
NEW will be a special focus on Asia and how Asian
shipowners, shipbuilders, and marine equipment
manufacturers are addressing the green agenda.
...and many more
The SMM Green Shipping Guide 2011 will also
appear online at smm-hamburg.com, at Seatrade's
website: seatrade-global.com and at Seatrade's
new Asia portal seatrade-asia.com
For editorial matters please contact:
Mary Bond, Phone: +44 1206 545121
email: [email protected]
For advertising details please contact:
Simon O’Connell, Phone: +44 1206 545121
email: [email protected]
Published by
High-tech equipment: Many
specialised vessels must meet
extreme demands regarding
flexibility and versatility.
The wind power projects in the North Sea
and the Baltic are typical deployment areas for specialised offshore supply vessels
(OSV). Thorsten Herdan, Vice President and
Managing Director of the German “Offshore
Windenergie” foundation, estimates that
around 60 billion euros will be spent on
wind farms there until 2030. Some of this
capital will go towards specialised jack-up
installation vessels. “We anticipate orders
for a minimum of 20 installation ships and
an even larger number of additional smaller
service ships needed for repair and maintenance,” Herdan says.
Specialising in oil & gas projects
Rasmus Stute, Head of GL’s Offshore Service
Vessels Department, agrees that the need
for specialised ships will increase rapidly:
“On a global scale we expect a demand of 40
to 50 installation vessels since China and the
U.S. are also beginning to invest in this technology.”
A sense of eager anticipation has gripped
the entire industry: Indonesian shipbuilding company Drydocks World recently introduced its new Anchor Handling Offshore
Support Vessel “Olympus Crest”. This OSV
is 76 m long, 18.5m wide and has a 6.8-m
draught. Its owner, Pacific Crest Pte Ltd, is a
subsidiary of Pacific Radiance Group, Singapore, which specialises in solutions for deepwater oil and gas exploration and production.
Special ship: Ulstein's “SX 121” is a large, flexible
offshore vessel designed for installation, inspection, maintenance and repair of submerged offshore
installations.
Last year Italian shipbuilding company Fincantieri entered the market with a series of
14 new Anchor Handling Tug Supply (AHTS)
vessels. At a length of 68 m, these ships have
a carrying capacity of 3,000 tonnes.
Some specialised ships are conversions,
such as the former bulk carrier “Audacia”
which is now a pipelayer. The vessel is 225 m
long. The so-called stinger, the frame used
to lower the pipeline into the water, adds
another 110 metres. The ship can install up
to seven kilometres of pipeline per day in
water up to 1,800 m deep. It is typically used
to connect offshore oil platforms or oil and
gas fields in the North Sea to onshore pipeline systems. Nexans’ cable-laying vessel
“Skagerrak” was lengthened by 12.5m last
year. Her first job will be to install nearly 300
kilometres of high-voltage cable in the North
Sea.
SMM representative offices worldwide
Argentina/Brazil:
María Gabriela Troncoso,
Buenos Aires
Phone: + 54 11 48 22 62 92
Fax:
+ 54 11 48 22 62 92
[email protected]
Belgium/Luxembourg:
Matthias Popp, Brussels
Phone: + 32 2 20 40 189
Fax:
+ 32 2 20 32 271
[email protected]
Denmark/Faroe Islands/
Greenland/Iceland:
André Minier, Herlev
Phone: + 45 44 84 66 99
Fax:
+ 45 44 84 82 66
[email protected]
Austria/Slovenia:
Robert Mittermann, Vienna
Phone: + 43 1 285 75 85 0
Fax:
+ 43 1 285 75 85 50
robert.mittermann
@messeservice.at
P.R. China:
Dong Yini, Shanghai
Phone: +86 21 6875 8536
*1619
Fax:
+86 21 6875 85735619
[email protected]
Estonia:
Elo Saari, Tallinn
Phone: + 372 6 27 69 46
Fax:
+ 372 6 27 69 50
[email protected]
Finland:
Mikko Nummi, Helsinki
Phone: + 358 9 61 22 12 16
Fax:
+ 358 9 64 28 59
[email protected]
India:
K.V. Rajeevan, Haryana
Phone: +91 124 4524202/3
Fax:
+91 124 4524227
[email protected]
Japan:
Yuko Ikeda, Tokyo
Phone: +81 3 64264252
Fax:
+81 3 57506863
[email protected]
Latvia:
Vineta Šķ ē rī te, Riga
Phone: + 371 7 32 07 18
Fax:
+ 371 7 83 04 78
[email protected]
The Netherlands:
Cora Burger, Apeldoorn
Phone: + 31 55 533 0 400
Fax:
+ 31 55 533 0 360
[email protected]
Poland:
Krzysztof Karaś, Warsaw
Phone: + 48 22 620 71 98
Fax:
+ 48 22 654 48 61
[email protected]
Greece/Cyprus:
Dimitra Tsatsani,
Thessaloniki
Phone: + 30 2310 32 77 33
Fax:
+ 30 2310 32 77 37
d.tsatsani
@mail.ahk-germany.de
Russian Federation:
Konstantin Chernov,
St. Petersburg
Phone: + 7 812 335 19 69
Fax:
+ 7 812 335 19 69
[email protected]
Italy:
Liliana Realini, Milan
Phone: + 39 02 33 60 6013
Fax:
+ 39 02 33 61 7637
[email protected]
Republic of Korea:
San Kon Ok, Busan
Phone: +82 51 610 1233
Fax:
+82 51 610 1232
[email protected]
Lithuania:
Violeta Prelgauskiene,
Vilnius
Phone: + 370 5 263 91 16
Fax:
+ 370 5 213 10 13
[email protected]
Norway:
Marit Louise Aadnøy,
Gjerdrum
Phone: + 47 63 99 07 99
Fax:
+ 47 63 99 14 77
marit.aadnoy
@int-messe.no
Romania:
Roberta Moldoveanu,
Bucharest
Phone: + 40 31 40 941 76
Fax:
+ 40 31 40 941 76
hamburg-messe.romania
@rdsmail.ro
Spain/Portugal/Andorra:
Ana Mamarbachi,
Barcelona
Phone: + 34 93 412 24 60
Fax:
+ 34 93 317 24 66
ana.mamarbachi
@infonegocio.com
Switzerland/
Principality of Liechtenstein:
Peter Burger, Zurich
Phone: + 41 44 283 61 75
Fax:
+ 41 44 283 61 00
fairexpert
@handelskammerd-ch.ch
United Kingdom/Ireland:
Nele Andersch, Lymington
Phone: + 44 1590 679977
Mobile: + 44 1590 679977
[email protected]
Turkey/Northern Cyprus:
Ebru Goca, Istanbul
Phone: + 90 216 51 80 397
Fax:
+ 90 216 48 90 594
ebru.goca
@hamburg-messe-tr.com
USA/Canada:
Bruce J. Cole, Rockport
Phone: + 1 207 236 61 96
Fax:
+ 1 207 236 03 69
bcole
@McNabbMarketing.com
Information on SMM 2012
If you require exhibitor or visitor information on SMM 2012,
please contact:
Phone: +49 (0) 40 – 35 69 - 21 46/ - 21 47
Fax:
+49 (0) 40 – 35 69 - 21 49
[email protected]
www.smm-hamburg.com
Illustration: Ulstein Group
Project volumes are enormous but banks
are taking a conservative approach to lending. How does ship finance influence shipbuilding? Should governments take action
to provide support?
It is true that the financial crisis has not exactly made it easier to finance such large
projects. But we have been enjoying excel-
Slowly but surely, the shipping world is
saying goodbye to heavy oil. Striving to improve
its CO2 record, the shipping industry is beginning
to turn to a new fuel: LNG.
Photos: HMI
The global economic upswing is energising
the transport sector. How strong is your optimism for the future?
I am quite optimistic. We mainly build cruise
ships. In our business, the transport segment is not very influential. We are suppliers to the tourism industry. But as the
economic situation improves, so does world
trade in general, and passenger shipping in
particular. Since the cruise ship segment
has been growing healthily in recent years,
How important is the maritime industry for
Europe? Would you favour governments
taking a more active role in supporting the
industry, and how should this be done?
Shipyards and their suppliers, along with
ports and shipping companies, continue to
play an important role in all of Europe. However, the issues arising from distorted competitive conditions cannot be resolved within
Europe. In the competitive situation vis-àvis the Asian shipbuilding nations, creating
a level playing field will require a different
set of political tools and mechanisms.
Cleaner
with LNG
Illustration: DNV
we are rather confident. Both shipowners
and analysts are predicting continuous positive growth rates for a long period of time.
Especially in Europe this market is far from
saturated.
calls for more decisive government action to
create a level global playing field.
Masters of heavy lifting
Adequate infrastructure
Illustration: SEA-CARGO AS
Cruise ship: “AIDAsol” is the most
recent achievement of Meyer Werft
shipyard. CEO Bernhard Meyer is
the Chairman of the Community of
European Shipyards΄ Associations.
Photo: Eidesvik
F
ollowing a consolidation phase in the
wake of the crisis, Europe’s shipyards
and suppliers are looking ahead with renewed confidence. Bernhard Meyer, CEO of
Meyer Werft shipyard and Chairman of the
Community of European Shipyards’ Associations (CESA), believes the industry’s focus
on building specialised ships is the right approach. An excellent cooperation between
shipyards and their suppliers and a strong
commitment to quality and innovation can
ensure the competitiveness of European
shipbuilders – provided their prices are
right. In this context, the Chairman of CESA
Photo: Christian Wyrwa
Photo: www.miwefotos.de
lent, long-lasting business relationships
with our banks. Of course, besides good credentials and solid financing models as well
as customers with good credit ratings, in a
business environment like ours shipyards
need export credit guarantees.
Cruise ships, offshore supply vessels, mega
yachts: European shipyards are putting
their bets on niche markets. How can they
maintain their technological leadership?
We must prevail by delivering innovation
and superior quality while adhering to delivery schedules. Another important aspect
is the cost-performance ratio. Europeans
must offer competitive prices on the world
market.
No 1
Photo: Reederei Jüngerhans
“To prevail we must deliver innovation and superior quality”
|
2011
Photo: Hasenpusch
|
No 1
2011
Photo: Dreamstime/Daliscot55
No 1
SMM news
SMM news
SMM news
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
Henrik O. Madsen, CEO of the Norwegian
classification society DNV. The new DNVclassed tanker Triality is scheduled to go on
her maiden voyage in 2014. “This ship uses
established technology and is especially
environment-friendly and appealing even
from a financial perspective,” says the CEO
of DNV. Compared to a conventional supertanker, Triality will emit 34% less CO2 and
consume 25% less energy. NOx emissions
will be 82% less, and sulphur oxides as
much as 94% less than with a conventional
HFO system.
News from
Seatrade
Europe
Upswing ahead
The recent economic upturn and dynamic growth has reached the transport sector and will eventually benefit the shipbuilding industry as well.
T
Over 14 million TEU
January 2010 (37.3%). In early 2011, the
all-container ship fleet comprised about
4,900 units with 14.1 million container
spaces; 258 new units with a total capacity
of 1.3 million TEU were delivered last year.
The original plans had been for 462 deliveries totalling 2 million TEU, says the ISL.
On the Rebound
Taking a closer look at the containership
market, shipyards’ order books were on
the decline until mid-2010, according to
the German Institute of Shipping Economics and Logistics (ISL). The second half
of the year saw a rise in new orders. In
early January 2011, the global order book
listed 611 vessels with a total capacity of
3.8 million TEU, equivalent to about 27.2%
of the current container fleet in service.
This ratio was substantially lower than in
Based on the order book, the fleet will
grow 11.9% this year and 9% next year. The
World shipbuilding
2007
Completions
New orders
80,000
Figures in ’000 CGT
CESA based on IHS Fairplay
70,000
60,000
2004
2005
50,000
40,000
2000
1999
number of ships scrapped, while below
the 2009 level (377,000 TEU), remained
comparatively high at 126,000 TEU in
2010. The volume of inactive tonnage has
been dropping steadily. AXS Alphaliners
reported 145 ships totalling 330,500 TEU
in early 2011, expecting a further drop
to 150,000 TEU. During the peak of the
crisis in 2009, 12% of the fleet were sitting
idle. Shipping companies weathered the
crisis by slow-steaming and postponing
orders.
90,000
Demand and supply
2003
2001
All this is good news for the Seatrade Europe Cruise & Rivercruise Convention 2011
to be held on Hamburg Fair site from 27 to
29 September 2011. With products from
cabin interiors and kitchen equipment to
audio, lighting and IT systems, the “Suppliers’ Workshop” on the second day of the
trade fair will showcase the full range of
supplier offerings and provide a networking opportunity for industry professionals.
Apart from presentations by three worldwide leaders in the cruise ship building industry (Fincantieri, Meyer Werft / Neptun
and STX France) there will be ten-minute
“speed dates” for suppliers to introduce
themselves to the shipyards’ chief purchasers. Pre-registration is required:
www.seatrade-europe.com
Shipbuilding: The order books of Europe's cruise ship builders are full.
2002
30,000
20,000
smm-hamburg.com
2010
2006
2008
2009
Photo: STX Europe
The world fleet tonnage grew by 8.5%
(2009: 5.7%) to 983 million GT (2000: 906).
The same trend could be observed in the
container fleet tonnage, which grew 8.7%
(2009: 4.9%). Bulk carriers were up 17.2%
(2009: 7.8%), whereas the tanker fleet
tonnage grew by 3.7% (2009: 9.2%). According to Clarkson Research, 7,191 new
ships with a combined tonnage of 137.7
million CGT were on order globally.
L
eisure cruises
continue to be
a hot selling item
in
international
tourism. According to Seatrade Insider, there are currently
newbuilding orders for as many as 21
cruise ships totalling 53,000 bunks, with a
total value of 13.3 billion US dollars. The
market is equally attractive for suppliers
and service providers: In 2009, ship owners spent about 5.4 billion euros on equipment, services and provisions in Europe
alone.
Photo: MEYER WERFT GmbH
he economic recovery has been surprisingly vigorous. According to the
IMF, the world economy grew by 5% in
2010. This helped the transport sector,
which grew by 12%. A study by Deutsche
Bank Research reports that “global container traffic increased by 11% or more
last year after having seen a decline in
2009 for the first time in recorded history
(minus 9%)”. Experts expect a 7% growth
in 2011 and 2012. The prospects are promising for the next SMM.
“Norwegian
Epic”: Yards
such as STX
France need
capable suppliers for their
new cruise
ships.
I
n relation to the volume of goods transported, there is hardly a mode of transportation less damaging to the environment
than shipping. No more than three per cent
of global noxious emissions are attributable
to ship traffic. But that isn’t good enough:
with the ultimate goal of a zero-emission
ship in mind, the industry has been on a
quest for alternatives to sulphur-laden HFO.
The “green wave” is getting a push from
politics. The pressure from governments
and the public to enforce stricter emissions
rules is growing. The Emission Control Areas (ECAs) in the North Sea, the Baltic and
along the North-American coastlines impose tight limits (see insert). Other regions,
such as the Mediterranean, will follow suit.
These new restrictions have a major impact
on ship design.
“Considering that a ship has a service life
of 25 years, we need new concepts now to
improve the CO2 balance of the shipping industry sustainably,” says Spyros Polemis,
Chairman of the International Chamber of
Study: Norwegian
classification society
DNV presented a model
for an innovative LNGpropelled supertanker.
the main fuel, is carried on board in vacuum-insulated thermal tanks. The results
are impressive: NOx emissions have been
cut by 155 tonnes per year, an 88% reduction
compared to a diesel power plant. CO2 emissions have been reduced by 21%, or 2,230
tonnes per year.
Experts are working feverishly on new
LNG propulsion solutions. “I am convinced
that by the year 2020 most shipowners
will be ordering LNG-powered ships,” says
Pioneer: The oil platform supply vessel “Viking
Energy” was the first such ship to run primarily on
natural gas.
Shipping (ICS). When chairing the first-ever
global maritime environmental congress,
gmec (see insert) last year, Polemis took a
closer look at the future of ship propulsion
– a future that has “liquefied natural gas”
(LNG) written all over it. Natural gas is liquefied at –162 °C to shrink its volume by a
factor of 600. Norwegian owner Eidesvik’s
oil platform supply vessel “Viking Energy”
was the world’s first ship equipped with a
dual-fuel electric propulsion system. LNG,
S
Ebru Goca from Turkish Partner Goca Exhibitions agreed: “The strong support we
received from the Turkish government
Svenja (Sietas Type 183), 160 metres in
length, is equipped with two gigantic cranes
boasting a joint lifting capacity of 2,000 metric tonnes. The previous champions of the
fleet, both Sietas Type 176 vessels, could
carry “only” 12,000 tonnes of cargo, and
their twin cranes were rated 700 tonnes
Floating powerhouse: “Industrial Freedom” owned by Intermarine taking a wind turbine to the installation site.
World champions: “Lone” and her sister ship “Svenja”
are the world’s largest heavy lift transport vessels.
As all these examples show, liquefied natural gas is a force to reckon with. Building up
an adequate refuelling infrastructure will
accelerate its popularisation. Northern Europe has taken the lead.
each. “Our two new heavy lift vessels are going to be our specialists for the most complex
and demanding jobs,” explains Lars Rolner,
Managing Partner of SAL.
plants. The booming offshore oil and gas
business and the equally promising wind
power industry are sure to keep the owners and builders of these vessels busy for a
while. Svenja’s ‘tween deck contains a huge
107 m × 17 m × 13.6 m cargo hold for up to
11,000 tonnes of cargo. Capable of sailing with open hatches, the vessel can even
transport items extending above the hatch
cover level without a problem.
to lift the cargo onto a pontoon which
would be towed to a special heavy lift
vessel from where it was installed.
“Jumbo Javelin” and “Fairplayer” can
jointly lift up to 1,800 tonnes and are
equipped with winch systems allowing them to carry out installation of
parts weighing up to 1,000 tonnes in
water depths of up to 900 metres, or
200-tonne parts in 3,000 metres.
Much like “Svenja” and “Lone”, Dutch owner
Jumbo Shipping’s “Jumbo Javelin” and “Fairplayer” are equipped with dynamic positioning systems allowing them not only to load
and transport but also to place their loads
with high precision at the point of installation. In the past, these were separate steps of
the installation process: a floating crane had
Beat that: In tandem operation, the
two cranes on board “Svenja”
(SAL Heavy Lifting) can handle loads
of up to 2,000 tonnes. Both cranes
were built by German specialist
Neuenfelder Maschinenfabrik, a
subsidiary of Sietas shipyard.
lenty
of
power for
heavy lifting
and precision
control for load
placement:
Ship-mounted
cranes play a vital role today. The rapid
increase of offshore installations has boosted
demand for heavy lifting
capabilities. Crane sizes
have reached stunning
dimensions.
In the 1970s, an average shipboard crane
had a lifting capacity of
five to ten metric tonnes.
Today, mast cranes (e.g.
Huisman-Itrec) lift up to
900 tonnes, slewing tower
cranes (such as an NMF) do
up to 1,000 tonnes. Deploying them in tandem doubles
that lifting capacity. Cranes
capable of handling from 80
tonnes upwards are called
heavy lift cranes. Since they
are considerably slower than
smaller units, they frequently feature an auxiliary lifting
system allowing them to
move smaller loads more
rapidly. This gives craneequipped ships added flexibility.
Flexible all-rounders
Laying pipeline, exploring oil and gas deposits, maintaining
offshore structures – there is plenty of specialised work to be
done at sea, and only specialised, sophisticated ships can do it.
Breakthrough: The multi-purpose
RoRo ships being built for Norwegian owner Sea-Cargo will be
propelled by LNG.
A
Industry
gathering:
SMM Istanbul
took place
from 26 to 28
January at the
Bosporus.
and the Undersecretariats for Maritime
Affairs and Defence Industries as well
as from all the industry and professional
organisations has shown that we are investing in a market with a great future.“
Apart from numerous Turkish shipyards
P
venja” and “Lone” are the names of the
two largest, most technically advanced
heavy lift vessels the world has ever seen.
The two sister ships were built by J. J. Sietas
shipyard, Hamburg, for the German heavy
lift and project cargo shipping company SAL
which is headquartered at Steinkirchen near
Hamburg.
The heavy lifters move everything too big to
fit into a container: turbines, generators, oil
platform components, machines and entire
Business at the Bosporus: SMM in Istanbul
bout 140 exhibiting companies from
25 different countries; 2,600 visitors from 40 nations: The outcome of the
SMM Istanbul from 26 to 28 January was
encouraging. “The Turkish shipbuilding industry had been hit hard by the
economic and financial crisis. But it has
come around and will play a key role in
the future. We want to support this development,” emphasised Peter Bergleiter, Project Director of SMM at Hamburg
Messe und Congress GmbH (HMC), in his
review of the trade fair.
Sheer muscle:
deck cranes
As single cargo items are getting larger and heavier, a new generation of heavy lift vessels stands
ready to face the challenge.
Japanese shipowner NYK Line has presented a new LNG containership design. The
353 m “NYK Super Eco Ship 2030” has a capacity of 8,000 TEU. Her main power source
will be a fuel cell plant using LNG. While dual-fuel propulsion systems capable of burning boil-off gas are common on large LNG
tankers, rising gas prices have prompted
some owners to build LNG tankers propelled
by HFO while using on-board reliquefaction
systems for the boil-off gas. This is clearly
not going to help the environmental balance
of shipping. Forward-thinking companies,
such as Dutch owner Anthony Veder, believe
in LNG propulsion: Veder has ordered a new,
156 m, 15,600-cubic-metre short sea LNG
tanker from Meyer Werft, Germany, that will
be propelled by an LNG power plant satisfying the strictest environmental standards.
| 2011
and suppliers to the shipbuilding industry,
several well-known exhibitors from Asia
and Europe showcased their products and
services at SMM Istanbul 2011. Among
the highlights of the event was the “Green
Shipping” session on the second day.
T
he general economic recovery in many
countries will also help the maritime industry,” says Haakon Haland, Fund Manager
at Plenum Maritime Fund. Builders and operators of specialised craft in particular are
in high demand. The increasing need for energy is driving offshore oil and gas exploration as well as wind farm development, both
of which depend heavily on advanced maritime technology. For example, innovative,
high-tech vessels are to tackle the enormous
challenges of tapping ultra-deepwater oil
deposits off the coasts of Brazil and western Africa. Seven anchor tugs were ordered
recently by the Brazilian offshore services
company Norskan.
SMM Green Shipping Guide 2011
F
ollowing the successful
launch of the new title in
2010, Seatrade and SMM have
joined forces again to update
this publication focusing on
how shipping is going green,
the challenges associated in
keeping ahead of regulations
and the exciting technology that
will shape the ships of tomorrow.
SMM Green Shipping
Officially endorsed by
featuring
Guide 2011
A powerful advertising vehicle that sets out to focus on
shipping's greatest challenge – the best way to go green
and
delivering a uniquely targeted high profile global audience.
The Green Agenda
is non-stop
Following the successful launch of this new title in
2010, Seatrade and SMM have joined forces again to
update this publication focussing on how shipping is
going green, the challenges associated in keeping ahead
of regulations and the exciting technology that will
shape the ships of tomorrow.
The 2011 edition will include interviews and opinions
from the world's leading shipping executives,
environmentalists and regulators plus a series of
articles highlighting green innovations and technical
solutions from around the globe.
Unique niche audiences
10,000 copies will be printed for distribution
to all SMM exhibiting companies and to the
VIPs and delegates that attended gmec plus the
September issues of Seatrade magazine and
Seatrade Cruise Review. Plus a unique bonus
distribution at major worldwide shipping
events in autumn 2011 including:-
Kormarine Expo Busan
Europort Holland
NEW will be a special focus on Asia and how Asian
shipowners, shipbuilders, and marine equipment
manufacturers are addressing the green agenda.
...and many more
The SMM Green Shipping Guide 2011 will also
appear online at smm-hamburg.com, at Seatrade's
website: seatrade-global.com and at Seatrade's
new Asia portal seatrade-asia.com
For editorial matters please contact:
Mary Bond, Phone: +44 1206 545121
email: [email protected]
For advertising details please contact:
Simon O’Connell, Phone: +44 1206 545121
email: [email protected]
Published by
High-tech equipment: Many
specialised vessels must meet
extreme demands regarding
flexibility and versatility.
The wind power projects in the North Sea
and the Baltic are typical deployment areas for specialised offshore supply vessels
(OSV). Thorsten Herdan, Vice President and
Managing Director of the German “Offshore
Windenergie” foundation, estimates that
around 60 billion euros will be spent on
wind farms there until 2030. Some of this
capital will go towards specialised jack-up
installation vessels. “We anticipate orders
for a minimum of 20 installation ships and
an even larger number of additional smaller
service ships needed for repair and maintenance,” Herdan says.
Specialising in oil & gas projects
Rasmus Stute, Head of GL’s Offshore Service
Vessels Department, agrees that the need
for specialised ships will increase rapidly:
“On a global scale we expect a demand of 40
to 50 installation vessels since China and the
U.S. are also beginning to invest in this technology.”
A sense of eager anticipation has gripped
the entire industry: Indonesian shipbuilding company Drydocks World recently introduced its new Anchor Handling Offshore
Support Vessel “Olympus Crest”. This OSV
is 76 m long, 18.5m wide and has a 6.8-m
draught. Its owner, Pacific Crest Pte Ltd, is a
subsidiary of Pacific Radiance Group, Singapore, which specialises in solutions for deepwater oil and gas exploration and production.
Special ship: Ulstein's “SX 121” is a large, flexible
offshore vessel designed for installation, inspection, maintenance and repair of submerged offshore
installations.
Last year Italian shipbuilding company Fincantieri entered the market with a series of
14 new Anchor Handling Tug Supply (AHTS)
vessels. At a length of 68 m, these ships have
a carrying capacity of 3,000 tonnes.
Some specialised ships are conversions,
such as the former bulk carrier “Audacia”
which is now a pipelayer. The vessel is 225 m
long. The so-called stinger, the frame used
to lower the pipeline into the water, adds
another 110 metres. The ship can install up
to seven kilometres of pipeline per day in
water up to 1,800 m deep. It is typically used
to connect offshore oil platforms or oil and
gas fields in the North Sea to onshore pipeline systems. Nexans’ cable-laying vessel
“Skagerrak” was lengthened by 12.5m last
year. Her first job will be to install nearly 300
kilometres of high-voltage cable in the North
Sea.
SMM representative offices worldwide
Argentina/Brazil:
María Gabriela Troncoso,
Buenos Aires
Phone: + 54 11 48 22 62 92
Fax:
+ 54 11 48 22 62 92
[email protected]
Belgium/Luxembourg:
Matthias Popp, Brussels
Phone: + 32 2 20 40 189
Fax:
+ 32 2 20 32 271
[email protected]
Denmark/Faroe Islands/
Greenland/Iceland:
André Minier, Herlev
Phone: + 45 44 84 66 99
Fax:
+ 45 44 84 82 66
[email protected]
Austria/Slovenia:
Robert Mittermann, Vienna
Phone: + 43 1 285 75 85 0
Fax:
+ 43 1 285 75 85 50
robert.mittermann
@messeservice.at
P.R. China:
Dong Yini, Shanghai
Phone: +86 21 6875 8536
*1619
Fax:
+86 21 6875 85735619
[email protected]
Estonia:
Elo Saari, Tallinn
Phone: + 372 6 27 69 46
Fax:
+ 372 6 27 69 50
[email protected]
Finland:
Mikko Nummi, Helsinki
Phone: + 358 9 61 22 12 16
Fax:
+ 358 9 64 28 59
[email protected]
India:
K.V. Rajeevan, Haryana
Phone: +91 124 4524202/3
Fax:
+91 124 4524227
[email protected]
Japan:
Yuko Ikeda, Tokyo
Phone: +81 3 64264252
Fax:
+81 3 57506863
[email protected]
Latvia:
Vineta Šķ ē rī te, Riga
Phone: + 371 7 32 07 18
Fax:
+ 371 7 83 04 78
[email protected]
The Netherlands:
Cora Burger, Apeldoorn
Phone: + 31 55 533 0 400
Fax:
+ 31 55 533 0 360
[email protected]
Poland:
Krzysztof Karaś, Warsaw
Phone: + 48 22 620 71 98
Fax:
+ 48 22 654 48 61
[email protected]
Greece/Cyprus:
Dimitra Tsatsani,
Thessaloniki
Phone: + 30 2310 32 77 33
Fax:
+ 30 2310 32 77 37
d.tsatsani
@mail.ahk-germany.de
Russian Federation:
Konstantin Chernov,
St. Petersburg
Phone: + 7 812 335 19 69
Fax:
+ 7 812 335 19 69
[email protected]
Italy:
Liliana Realini, Milan
Phone: + 39 02 33 60 6013
Fax:
+ 39 02 33 61 7637
[email protected]
Republic of Korea:
San Kon Ok, Busan
Phone: +82 51 610 1233
Fax:
+82 51 610 1232
[email protected]
Lithuania:
Violeta Prelgauskiene,
Vilnius
Phone: + 370 5 263 91 16
Fax:
+ 370 5 213 10 13
[email protected]
Norway:
Marit Louise Aadnøy,
Gjerdrum
Phone: + 47 63 99 07 99
Fax:
+ 47 63 99 14 77
marit.aadnoy
@int-messe.no
Romania:
Roberta Moldoveanu,
Bucharest
Phone: + 40 31 40 941 76
Fax:
+ 40 31 40 941 76
hamburg-messe.romania
@rdsmail.ro
Spain/Portugal/Andorra:
Ana Mamarbachi,
Barcelona
Phone: + 34 93 412 24 60
Fax:
+ 34 93 317 24 66
ana.mamarbachi
@infonegocio.com
Switzerland/
Principality of Liechtenstein:
Peter Burger, Zurich
Phone: + 41 44 283 61 75
Fax:
+ 41 44 283 61 00
fairexpert
@handelskammerd-ch.ch
United Kingdom/Ireland:
Nele Andersch, Lymington
Phone: + 44 1590 679977
Mobile: + 44 1590 679977
[email protected]
Turkey/Northern Cyprus:
Ebru Goca, Istanbul
Phone: + 90 216 51 80 397
Fax:
+ 90 216 48 90 594
ebru.goca
@hamburg-messe-tr.com
USA/Canada:
Bruce J. Cole, Rockport
Phone: + 1 207 236 61 96
Fax:
+ 1 207 236 03 69
bcole
@McNabbMarketing.com
Information on SMM 2012
If you require exhibitor or visitor information on SMM 2012,
please contact:
Phone: +49 (0) 40 – 35 69 - 21 46/ - 21 47
Fax:
+49 (0) 40 – 35 69 - 21 49
[email protected]
www.smm-hamburg.com
Illustration: Ulstein Group
Project volumes are enormous but banks
are taking a conservative approach to lending. How does ship finance influence shipbuilding? Should governments take action
to provide support?
It is true that the financial crisis has not exactly made it easier to finance such large
projects. But we have been enjoying excel-
Slowly but surely, the shipping world is
saying goodbye to heavy oil. Striving to improve
its CO2 record, the shipping industry is beginning
to turn to a new fuel: LNG.
Photos: HMI
The global economic upswing is energising
the transport sector. How strong is your optimism for the future?
I am quite optimistic. We mainly build cruise
ships. In our business, the transport segment is not very influential. We are suppliers to the tourism industry. But as the
economic situation improves, so does world
trade in general, and passenger shipping in
particular. Since the cruise ship segment
has been growing healthily in recent years,
How important is the maritime industry for
Europe? Would you favour governments
taking a more active role in supporting the
industry, and how should this be done?
Shipyards and their suppliers, along with
ports and shipping companies, continue to
play an important role in all of Europe. However, the issues arising from distorted competitive conditions cannot be resolved within
Europe. In the competitive situation vis-àvis the Asian shipbuilding nations, creating
a level playing field will require a different
set of political tools and mechanisms.
Cleaner
with LNG
Illustration: DNV
we are rather confident. Both shipowners
and analysts are predicting continuous positive growth rates for a long period of time.
Especially in Europe this market is far from
saturated.
calls for more decisive government action to
create a level global playing field.
Masters of heavy lifting
Adequate infrastructure
Illustration: SEA-CARGO AS
Cruise ship: “AIDAsol” is the most
recent achievement of Meyer Werft
shipyard. CEO Bernhard Meyer is
the Chairman of the Community of
European Shipyards΄ Associations.
Photo: Eidesvik
F
ollowing a consolidation phase in the
wake of the crisis, Europe’s shipyards
and suppliers are looking ahead with renewed confidence. Bernhard Meyer, CEO of
Meyer Werft shipyard and Chairman of the
Community of European Shipyards’ Associations (CESA), believes the industry’s focus
on building specialised ships is the right approach. An excellent cooperation between
shipyards and their suppliers and a strong
commitment to quality and innovation can
ensure the competitiveness of European
shipbuilders – provided their prices are
right. In this context, the Chairman of CESA
Photo: Christian Wyrwa
Photo: www.miwefotos.de
lent, long-lasting business relationships
with our banks. Of course, besides good credentials and solid financing models as well
as customers with good credit ratings, in a
business environment like ours shipyards
need export credit guarantees.
Cruise ships, offshore supply vessels, mega
yachts: European shipyards are putting
their bets on niche markets. How can they
maintain their technological leadership?
We must prevail by delivering innovation
and superior quality while adhering to delivery schedules. Another important aspect
is the cost-performance ratio. Europeans
must offer competitive prices on the world
market.
No 1
Photo: Reederei Jüngerhans
“To prevail we must deliver innovation and superior quality”
|
2011
Photo: Hasenpusch
|
No 1
2011
Photo: Dreamstime/Daliscot55
No 1
SMM news
SMM news
SMM news
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
Henrik O. Madsen, CEO of the Norwegian
classification society DNV. The new DNVclassed tanker Triality is scheduled to go on
her maiden voyage in 2014. “This ship uses
established technology and is especially
environment-friendly and appealing even
from a financial perspective,” says the CEO
of DNV. Compared to a conventional supertanker, Triality will emit 34% less CO2 and
consume 25% less energy. NOx emissions
will be 82% less, and sulphur oxides as
much as 94% less than with a conventional
HFO system.
News from
Seatrade
Europe
Upswing ahead
The recent economic upturn and dynamic growth has reached the transport sector and will eventually benefit the shipbuilding industry as well.
T
Over 14 million TEU
January 2010 (37.3%). In early 2011, the
all-container ship fleet comprised about
4,900 units with 14.1 million container
spaces; 258 new units with a total capacity
of 1.3 million TEU were delivered last year.
The original plans had been for 462 deliveries totalling 2 million TEU, says the ISL.
On the Rebound
Taking a closer look at the containership
market, shipyards’ order books were on
the decline until mid-2010, according to
the German Institute of Shipping Economics and Logistics (ISL). The second half
of the year saw a rise in new orders. In
early January 2011, the global order book
listed 611 vessels with a total capacity of
3.8 million TEU, equivalent to about 27.2%
of the current container fleet in service.
This ratio was substantially lower than in
Based on the order book, the fleet will
grow 11.9% this year and 9% next year. The
World shipbuilding
2007
Completions
New orders
80,000
Figures in ’000 CGT
CESA based on IHS Fairplay
70,000
60,000
2004
2005
50,000
40,000
2000
1999
number of ships scrapped, while below
the 2009 level (377,000 TEU), remained
comparatively high at 126,000 TEU in
2010. The volume of inactive tonnage has
been dropping steadily. AXS Alphaliners
reported 145 ships totalling 330,500 TEU
in early 2011, expecting a further drop
to 150,000 TEU. During the peak of the
crisis in 2009, 12% of the fleet were sitting
idle. Shipping companies weathered the
crisis by slow-steaming and postponing
orders.
90,000
Demand and supply
2003
2001
All this is good news for the Seatrade Europe Cruise & Rivercruise Convention 2011
to be held on Hamburg Fair site from 27 to
29 September 2011. With products from
cabin interiors and kitchen equipment to
audio, lighting and IT systems, the “Suppliers’ Workshop” on the second day of the
trade fair will showcase the full range of
supplier offerings and provide a networking opportunity for industry professionals.
Apart from presentations by three worldwide leaders in the cruise ship building industry (Fincantieri, Meyer Werft / Neptun
and STX France) there will be ten-minute
“speed dates” for suppliers to introduce
themselves to the shipyards’ chief purchasers. Pre-registration is required:
www.seatrade-europe.com
Shipbuilding: The order books of Europe's cruise ship builders are full.
2002
30,000
20,000
smm-hamburg.com
2010
2006
2008
2009
Photo: STX Europe
The world fleet tonnage grew by 8.5%
(2009: 5.7%) to 983 million GT (2000: 906).
The same trend could be observed in the
container fleet tonnage, which grew 8.7%
(2009: 4.9%). Bulk carriers were up 17.2%
(2009: 7.8%), whereas the tanker fleet
tonnage grew by 3.7% (2009: 9.2%). According to Clarkson Research, 7,191 new
ships with a combined tonnage of 137.7
million CGT were on order globally.
L
eisure cruises
continue to be
a hot selling item
in
international
tourism. According to Seatrade Insider, there are currently
newbuilding orders for as many as 21
cruise ships totalling 53,000 bunks, with a
total value of 13.3 billion US dollars. The
market is equally attractive for suppliers
and service providers: In 2009, ship owners spent about 5.4 billion euros on equipment, services and provisions in Europe
alone.
Photo: MEYER WERFT GmbH
he economic recovery has been surprisingly vigorous. According to the
IMF, the world economy grew by 5% in
2010. This helped the transport sector,
which grew by 12%. A study by Deutsche
Bank Research reports that “global container traffic increased by 11% or more
last year after having seen a decline in
2009 for the first time in recorded history
(minus 9%)”. Experts expect a 7% growth
in 2011 and 2012. The prospects are promising for the next SMM.
“Norwegian
Epic”: Yards
such as STX
France need
capable suppliers for their
new cruise
ships.
I
n relation to the volume of goods transported, there is hardly a mode of transportation less damaging to the environment
than shipping. No more than three per cent
of global noxious emissions are attributable
to ship traffic. But that isn’t good enough:
with the ultimate goal of a zero-emission
ship in mind, the industry has been on a
quest for alternatives to sulphur-laden HFO.
The “green wave” is getting a push from
politics. The pressure from governments
and the public to enforce stricter emissions
rules is growing. The Emission Control Areas (ECAs) in the North Sea, the Baltic and
along the North-American coastlines impose tight limits (see insert). Other regions,
such as the Mediterranean, will follow suit.
These new restrictions have a major impact
on ship design.
“Considering that a ship has a service life
of 25 years, we need new concepts now to
improve the CO2 balance of the shipping industry sustainably,” says Spyros Polemis,
Chairman of the International Chamber of
Study: Norwegian
classification society
DNV presented a model
for an innovative LNGpropelled supertanker.
the main fuel, is carried on board in vacuum-insulated thermal tanks. The results
are impressive: NOx emissions have been
cut by 155 tonnes per year, an 88% reduction
compared to a diesel power plant. CO2 emissions have been reduced by 21%, or 2,230
tonnes per year.
Experts are working feverishly on new
LNG propulsion solutions. “I am convinced
that by the year 2020 most shipowners
will be ordering LNG-powered ships,” says
Pioneer: The oil platform supply vessel “Viking
Energy” was the first such ship to run primarily on
natural gas.
Shipping (ICS). When chairing the first-ever
global maritime environmental congress,
gmec (see insert) last year, Polemis took a
closer look at the future of ship propulsion
– a future that has “liquefied natural gas”
(LNG) written all over it. Natural gas is liquefied at –162 °C to shrink its volume by a
factor of 600. Norwegian owner Eidesvik’s
oil platform supply vessel “Viking Energy”
was the world’s first ship equipped with a
dual-fuel electric propulsion system. LNG,
S
Ebru Goca from Turkish Partner Goca Exhibitions agreed: “The strong support we
received from the Turkish government
Svenja (Sietas Type 183), 160 metres in
length, is equipped with two gigantic cranes
boasting a joint lifting capacity of 2,000 metric tonnes. The previous champions of the
fleet, both Sietas Type 176 vessels, could
carry “only” 12,000 tonnes of cargo, and
their twin cranes were rated 700 tonnes
Floating powerhouse: “Industrial Freedom” owned by Intermarine taking a wind turbine to the installation site.
World champions: “Lone” and her sister ship “Svenja”
are the world’s largest heavy lift transport vessels.
As all these examples show, liquefied natural gas is a force to reckon with. Building up
an adequate refuelling infrastructure will
accelerate its popularisation. Northern Europe has taken the lead.
each. “Our two new heavy lift vessels are going to be our specialists for the most complex
and demanding jobs,” explains Lars Rolner,
Managing Partner of SAL.
plants. The booming offshore oil and gas
business and the equally promising wind
power industry are sure to keep the owners and builders of these vessels busy for a
while. Svenja’s ‘tween deck contains a huge
107 m × 17 m × 13.6 m cargo hold for up to
11,000 tonnes of cargo. Capable of sailing with open hatches, the vessel can even
transport items extending above the hatch
cover level without a problem.
to lift the cargo onto a pontoon which
would be towed to a special heavy lift
vessel from where it was installed.
“Jumbo Javelin” and “Fairplayer” can
jointly lift up to 1,800 tonnes and are
equipped with winch systems allowing them to carry out installation of
parts weighing up to 1,000 tonnes in
water depths of up to 900 metres, or
200-tonne parts in 3,000 metres.
Much like “Svenja” and “Lone”, Dutch owner
Jumbo Shipping’s “Jumbo Javelin” and “Fairplayer” are equipped with dynamic positioning systems allowing them not only to load
and transport but also to place their loads
with high precision at the point of installation. In the past, these were separate steps of
the installation process: a floating crane had
Beat that: In tandem operation, the
two cranes on board “Svenja”
(SAL Heavy Lifting) can handle loads
of up to 2,000 tonnes. Both cranes
were built by German specialist
Neuenfelder Maschinenfabrik, a
subsidiary of Sietas shipyard.
lenty
of
power for
heavy lifting
and precision
control for load
placement:
Ship-mounted
cranes play a vital role today. The rapid
increase of offshore installations has boosted
demand for heavy lifting
capabilities. Crane sizes
have reached stunning
dimensions.
In the 1970s, an average shipboard crane
had a lifting capacity of
five to ten metric tonnes.
Today, mast cranes (e.g.
Huisman-Itrec) lift up to
900 tonnes, slewing tower
cranes (such as an NMF) do
up to 1,000 tonnes. Deploying them in tandem doubles
that lifting capacity. Cranes
capable of handling from 80
tonnes upwards are called
heavy lift cranes. Since they
are considerably slower than
smaller units, they frequently feature an auxiliary lifting
system allowing them to
move smaller loads more
rapidly. This gives craneequipped ships added flexibility.
Flexible all-rounders
Laying pipeline, exploring oil and gas deposits, maintaining
offshore structures – there is plenty of specialised work to be
done at sea, and only specialised, sophisticated ships can do it.
Breakthrough: The multi-purpose
RoRo ships being built for Norwegian owner Sea-Cargo will be
propelled by LNG.
A
Industry
gathering:
SMM Istanbul
took place
from 26 to 28
January at the
Bosporus.
and the Undersecretariats for Maritime
Affairs and Defence Industries as well
as from all the industry and professional
organisations has shown that we are investing in a market with a great future.“
Apart from numerous Turkish shipyards
P
venja” and “Lone” are the names of the
two largest, most technically advanced
heavy lift vessels the world has ever seen.
The two sister ships were built by J. J. Sietas
shipyard, Hamburg, for the German heavy
lift and project cargo shipping company SAL
which is headquartered at Steinkirchen near
Hamburg.
The heavy lifters move everything too big to
fit into a container: turbines, generators, oil
platform components, machines and entire
Business at the Bosporus: SMM in Istanbul
bout 140 exhibiting companies from
25 different countries; 2,600 visitors from 40 nations: The outcome of the
SMM Istanbul from 26 to 28 January was
encouraging. “The Turkish shipbuilding industry had been hit hard by the
economic and financial crisis. But it has
come around and will play a key role in
the future. We want to support this development,” emphasised Peter Bergleiter, Project Director of SMM at Hamburg
Messe und Congress GmbH (HMC), in his
review of the trade fair.
Sheer muscle:
deck cranes
As single cargo items are getting larger and heavier, a new generation of heavy lift vessels stands
ready to face the challenge.
Japanese shipowner NYK Line has presented a new LNG containership design. The
353 m “NYK Super Eco Ship 2030” has a capacity of 8,000 TEU. Her main power source
will be a fuel cell plant using LNG. While dual-fuel propulsion systems capable of burning boil-off gas are common on large LNG
tankers, rising gas prices have prompted
some owners to build LNG tankers propelled
by HFO while using on-board reliquefaction
systems for the boil-off gas. This is clearly
not going to help the environmental balance
of shipping. Forward-thinking companies,
such as Dutch owner Anthony Veder, believe
in LNG propulsion: Veder has ordered a new,
156 m, 15,600-cubic-metre short sea LNG
tanker from Meyer Werft, Germany, that will
be propelled by an LNG power plant satisfying the strictest environmental standards.
| 2011
and suppliers to the shipbuilding industry,
several well-known exhibitors from Asia
and Europe showcased their products and
services at SMM Istanbul 2011. Among
the highlights of the event was the “Green
Shipping” session on the second day.
T
he general economic recovery in many
countries will also help the maritime industry,” says Haakon Haland, Fund Manager
at Plenum Maritime Fund. Builders and operators of specialised craft in particular are
in high demand. The increasing need for energy is driving offshore oil and gas exploration as well as wind farm development, both
of which depend heavily on advanced maritime technology. For example, innovative,
high-tech vessels are to tackle the enormous
challenges of tapping ultra-deepwater oil
deposits off the coasts of Brazil and western Africa. Seven anchor tugs were ordered
recently by the Brazilian offshore services
company Norskan.
SMM Green Shipping Guide 2011
F
ollowing the successful
launch of the new title in
2010, Seatrade and SMM have
joined forces again to update
this publication focusing on
how shipping is going green,
the challenges associated in
keeping ahead of regulations
and the exciting technology that
will shape the ships of tomorrow.
SMM Green Shipping
Officially endorsed by
featuring
Guide 2011
A powerful advertising vehicle that sets out to focus on
shipping's greatest challenge – the best way to go green
and
delivering a uniquely targeted high profile global audience.
The Green Agenda
is non-stop
Following the successful launch of this new title in
2010, Seatrade and SMM have joined forces again to
update this publication focussing on how shipping is
going green, the challenges associated in keeping ahead
of regulations and the exciting technology that will
shape the ships of tomorrow.
The 2011 edition will include interviews and opinions
from the world's leading shipping executives,
environmentalists and regulators plus a series of
articles highlighting green innovations and technical
solutions from around the globe.
Unique niche audiences
10,000 copies will be printed for distribution
to all SMM exhibiting companies and to the
VIPs and delegates that attended gmec plus the
September issues of Seatrade magazine and
Seatrade Cruise Review. Plus a unique bonus
distribution at major worldwide shipping
events in autumn 2011 including:-
Kormarine Expo Busan
Europort Holland
NEW will be a special focus on Asia and how Asian
shipowners, shipbuilders, and marine equipment
manufacturers are addressing the green agenda.
...and many more
The SMM Green Shipping Guide 2011 will also
appear online at smm-hamburg.com, at Seatrade's
website: seatrade-global.com and at Seatrade's
new Asia portal seatrade-asia.com
For editorial matters please contact:
Mary Bond, Phone: +44 1206 545121
email: [email protected]
For advertising details please contact:
Simon O’Connell, Phone: +44 1206 545121
email: [email protected]
Published by
High-tech equipment: Many
specialised vessels must meet
extreme demands regarding
flexibility and versatility.
The wind power projects in the North Sea
and the Baltic are typical deployment areas for specialised offshore supply vessels
(OSV). Thorsten Herdan, Vice President and
Managing Director of the German “Offshore
Windenergie” foundation, estimates that
around 60 billion euros will be spent on
wind farms there until 2030. Some of this
capital will go towards specialised jack-up
installation vessels. “We anticipate orders
for a minimum of 20 installation ships and
an even larger number of additional smaller
service ships needed for repair and maintenance,” Herdan says.
Specialising in oil & gas projects
Rasmus Stute, Head of GL’s Offshore Service
Vessels Department, agrees that the need
for specialised ships will increase rapidly:
“On a global scale we expect a demand of 40
to 50 installation vessels since China and the
U.S. are also beginning to invest in this technology.”
A sense of eager anticipation has gripped
the entire industry: Indonesian shipbuilding company Drydocks World recently introduced its new Anchor Handling Offshore
Support Vessel “Olympus Crest”. This OSV
is 76 m long, 18.5m wide and has a 6.8-m
draught. Its owner, Pacific Crest Pte Ltd, is a
subsidiary of Pacific Radiance Group, Singapore, which specialises in solutions for deepwater oil and gas exploration and production.
Special ship: Ulstein's “SX 121” is a large, flexible
offshore vessel designed for installation, inspection, maintenance and repair of submerged offshore
installations.
Last year Italian shipbuilding company Fincantieri entered the market with a series of
14 new Anchor Handling Tug Supply (AHTS)
vessels. At a length of 68 m, these ships have
a carrying capacity of 3,000 tonnes.
Some specialised ships are conversions,
such as the former bulk carrier “Audacia”
which is now a pipelayer. The vessel is 225 m
long. The so-called stinger, the frame used
to lower the pipeline into the water, adds
another 110 metres. The ship can install up
to seven kilometres of pipeline per day in
water up to 1,800 m deep. It is typically used
to connect offshore oil platforms or oil and
gas fields in the North Sea to onshore pipeline systems. Nexans’ cable-laying vessel
“Skagerrak” was lengthened by 12.5m last
year. Her first job will be to install nearly 300
kilometres of high-voltage cable in the North
Sea.
SMM representative offices worldwide
Argentina/Brazil:
María Gabriela Troncoso,
Buenos Aires
Phone: + 54 11 48 22 62 92
Fax:
+ 54 11 48 22 62 92
[email protected]
Belgium/Luxembourg:
Matthias Popp, Brussels
Phone: + 32 2 20 40 189
Fax:
+ 32 2 20 32 271
[email protected]
Denmark/Faroe Islands/
Greenland/Iceland:
André Minier, Herlev
Phone: + 45 44 84 66 99
Fax:
+ 45 44 84 82 66
[email protected]
Austria/Slovenia:
Robert Mittermann, Vienna
Phone: + 43 1 285 75 85 0
Fax:
+ 43 1 285 75 85 50
robert.mittermann
@messeservice.at
P.R. China:
Dong Yini, Shanghai
Phone: +86 21 6875 8536
*1619
Fax:
+86 21 6875 85735619
[email protected]
Estonia:
Elo Saari, Tallinn
Phone: + 372 6 27 69 46
Fax:
+ 372 6 27 69 50
[email protected]
Finland:
Mikko Nummi, Helsinki
Phone: + 358 9 61 22 12 16
Fax:
+ 358 9 64 28 59
[email protected]
India:
K.V. Rajeevan, Haryana
Phone: +91 124 4524202/3
Fax:
+91 124 4524227
[email protected]
Japan:
Yuko Ikeda, Tokyo
Phone: +81 3 64264252
Fax:
+81 3 57506863
[email protected]
Latvia:
Vineta Šķ ē rī te, Riga
Phone: + 371 7 32 07 18
Fax:
+ 371 7 83 04 78
[email protected]
The Netherlands:
Cora Burger, Apeldoorn
Phone: + 31 55 533 0 400
Fax:
+ 31 55 533 0 360
[email protected]
Poland:
Krzysztof Karaś, Warsaw
Phone: + 48 22 620 71 98
Fax:
+ 48 22 654 48 61
[email protected]
Greece/Cyprus:
Dimitra Tsatsani,
Thessaloniki
Phone: + 30 2310 32 77 33
Fax:
+ 30 2310 32 77 37
d.tsatsani
@mail.ahk-germany.de
Russian Federation:
Konstantin Chernov,
St. Petersburg
Phone: + 7 812 335 19 69
Fax:
+ 7 812 335 19 69
[email protected]
Italy:
Liliana Realini, Milan
Phone: + 39 02 33 60 6013
Fax:
+ 39 02 33 61 7637
[email protected]
Republic of Korea:
San Kon Ok, Busan
Phone: +82 51 610 1233
Fax:
+82 51 610 1232
[email protected]
Lithuania:
Violeta Prelgauskiene,
Vilnius
Phone: + 370 5 263 91 16
Fax:
+ 370 5 213 10 13
[email protected]
Norway:
Marit Louise Aadnøy,
Gjerdrum
Phone: + 47 63 99 07 99
Fax:
+ 47 63 99 14 77
marit.aadnoy
@int-messe.no
Romania:
Roberta Moldoveanu,
Bucharest
Phone: + 40 31 40 941 76
Fax:
+ 40 31 40 941 76
hamburg-messe.romania
@rdsmail.ro
Spain/Portugal/Andorra:
Ana Mamarbachi,
Barcelona
Phone: + 34 93 412 24 60
Fax:
+ 34 93 317 24 66
ana.mamarbachi
@infonegocio.com
Switzerland/
Principality of Liechtenstein:
Peter Burger, Zurich
Phone: + 41 44 283 61 75
Fax:
+ 41 44 283 61 00
fairexpert
@handelskammerd-ch.ch
United Kingdom/Ireland:
Nele Andersch, Lymington
Phone: + 44 1590 679977
Mobile: + 44 1590 679977
[email protected]
Turkey/Northern Cyprus:
Ebru Goca, Istanbul
Phone: + 90 216 51 80 397
Fax:
+ 90 216 48 90 594
ebru.goca
@hamburg-messe-tr.com
USA/Canada:
Bruce J. Cole, Rockport
Phone: + 1 207 236 61 96
Fax:
+ 1 207 236 03 69
bcole
@McNabbMarketing.com
Information on SMM 2012
If you require exhibitor or visitor information on SMM 2012,
please contact:
Phone: +49 (0) 40 – 35 69 - 21 46/ - 21 47
Fax:
+49 (0) 40 – 35 69 - 21 49
[email protected]
www.smm-hamburg.com
Illustration: Ulstein Group
Project volumes are enormous but banks
are taking a conservative approach to lending. How does ship finance influence shipbuilding? Should governments take action
to provide support?
It is true that the financial crisis has not exactly made it easier to finance such large
projects. But we have been enjoying excel-
Slowly but surely, the shipping world is
saying goodbye to heavy oil. Striving to improve
its CO2 record, the shipping industry is beginning
to turn to a new fuel: LNG.
Photos: HMI
The global economic upswing is energising
the transport sector. How strong is your optimism for the future?
I am quite optimistic. We mainly build cruise
ships. In our business, the transport segment is not very influential. We are suppliers to the tourism industry. But as the
economic situation improves, so does world
trade in general, and passenger shipping in
particular. Since the cruise ship segment
has been growing healthily in recent years,
How important is the maritime industry for
Europe? Would you favour governments
taking a more active role in supporting the
industry, and how should this be done?
Shipyards and their suppliers, along with
ports and shipping companies, continue to
play an important role in all of Europe. However, the issues arising from distorted competitive conditions cannot be resolved within
Europe. In the competitive situation vis-àvis the Asian shipbuilding nations, creating
a level playing field will require a different
set of political tools and mechanisms.
Cleaner
with LNG
Illustration: DNV
we are rather confident. Both shipowners
and analysts are predicting continuous positive growth rates for a long period of time.
Especially in Europe this market is far from
saturated.
calls for more decisive government action to
create a level global playing field.
Masters of heavy lifting
Adequate infrastructure
Illustration: SEA-CARGO AS
Cruise ship: “AIDAsol” is the most
recent achievement of Meyer Werft
shipyard. CEO Bernhard Meyer is
the Chairman of the Community of
European Shipyards΄ Associations.
Photo: Eidesvik
F
ollowing a consolidation phase in the
wake of the crisis, Europe’s shipyards
and suppliers are looking ahead with renewed confidence. Bernhard Meyer, CEO of
Meyer Werft shipyard and Chairman of the
Community of European Shipyards’ Associations (CESA), believes the industry’s focus
on building specialised ships is the right approach. An excellent cooperation between
shipyards and their suppliers and a strong
commitment to quality and innovation can
ensure the competitiveness of European
shipbuilders – provided their prices are
right. In this context, the Chairman of CESA
Photo: Christian Wyrwa
Photo: www.miwefotos.de
lent, long-lasting business relationships
with our banks. Of course, besides good credentials and solid financing models as well
as customers with good credit ratings, in a
business environment like ours shipyards
need export credit guarantees.
Cruise ships, offshore supply vessels, mega
yachts: European shipyards are putting
their bets on niche markets. How can they
maintain their technological leadership?
We must prevail by delivering innovation
and superior quality while adhering to delivery schedules. Another important aspect
is the cost-performance ratio. Europeans
must offer competitive prices on the world
market.
No 1
Photo: Reederei Jüngerhans
“To prevail we must deliver innovation and superior quality”
|
2011
Photo: Hasenpusch
|
No 1
2011
Photo: Dreamstime/Daliscot55
No 1
SMM news
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
|
No 1
2011
Technology fends off pirates
Banks are finally willing to provide more capital for new ships. Alternative financing models are gaining in importance.
Today’s maritime security threats cannot be addressed effectively without
coordinating civilian security and military defence activities. The MS&D
international conference and exhibition on maritime security and defence
Hamburg will provide an ideal platform for promoting these efforts.
Photo: Baycrest
External finance:
Beijing’s China
Development Bank is
shopping in Europe.
No doubt, the general morale is improving:
“We are ready to do business once again,”
says Dr Holger Janssen, head of the ship
finance department at UniCredit. But the
times of aggressive financing structures in
shipping with redemption-free years or equity pre-financing in return for placement
guarantees are over. One thing is for certain: “While you will always find financing
for good business, ship-owning companies
must have much more capital of their own to
show today than before the crisis,” says expert Max Johns (refer to interview). Not only
have the banks become more cautious, but
the tighter regulation of the finance sector
(Basel II/III) is an additional limiting factor
for lenders in ship financing.
to be the preferred financing method. Investors still have not fully overcome the past
market turmoil and are shunning the entrepreneurial risk inherent in ship investment
– another reason for shipowners to look for
alternative sources of equity and be more
accessible for the capital market. “Private
placements will increase in number,” says
Hamburg-based finance expert Albrecht
Gundermann. According to reports, HapagLloyd, for example, has recently teamed up
with Onyx, a government-owned investor
from the Sultanate of Oman. Then there is
always the option for large container shipping companies to go public. Out of 44 shipping companies listed on the New York City
Stock Exchange, no more than four are container-only. Experts believe there is much
more potential.
More money from the Far East
Increased capital requirements due to larger ship sizes as well as tougher regulation of the banking sector will reinforce the
trend towards syndicated loans, thereby
spreading the risks and internationalising
the financing schemes. “We expect Asian
banks in particular to gain in importance
for the ship finance market,” says Ralf Bredranowsky, Global Co-Head of DB Shipping.
China Development Bank’s tie-up with German ship finance bank HSH Nordbank supports that notion although experts caution
not to expect an inrush of foreign capital
from the Far East for the European shipping
industry.
The market is still good for many surprises
and it supplies a host of discussion topics for
the 4th SMM Ship Finance Forum to be held
on September 3rd, one day prior to SMM
2012 in Hamburg.
In Germany, where about one third of the
global containership fleet is financed, the
traditional “KG model” will likely continue
You can always get financing for a sound project
Are there any alternatives to the KG model?
There are several alternatives on the international market but not all of them are entirely suitable for the German market. For
example, private placements have become
more popular again recently. It remains to
be seen whether more German shipping
companies will choose to go public. This
would allow them to make much better use
of the bond market than before.
Do you anticipate an increasing involvement
of Chinese banks, and if so, in what form?
We are not expecting a sudden shift of ship
finance to Asian banks. Of course, banks,
and in particular, Chinese banks will intensify their involvement in syndicated financing arrangements. There is nothing
abnormal about that; rather, it is appropriate considering the role Asia is playing in
the shipping and financial markets. German
ship-owning companies, however, are typi-
cally medium-sized businesses with very
close ties to their respective banks. Many
crisis-related issues have been resolved
successfully because of that. It is important
to maintain these close relationships.
N
early 1,200 seamen were kidnapped during the year 2010. The constant threat of
pirate attacks, carried out with increasingly
sophisticated equipment and growing brutality, especially off the coast of Somalia and in
the Indian Ocean, has made security a major
concern of international shipping.
High-level event
Piracy will be among the top items on the
agenda of this year’s international conference and exhibition on maritime security and
defence (MS&D) in Hamburg from 15 to 17
June 2011. The MS&D offers a unique forum
for decision makers and high-level experts
from all over the world to present new technologies and discuss current security issues
at the concurrent international conference.
With a festive opening ceremony, a reception and an official dinner, the special events
programme will provide plenty of networking
opportunities. The panel sessions on defence
and security topics will feature delegations of
distinguished international experts. For program information and to register please visit
www.msd-hamburg.com
Infrared cameras capable of sensing the
presence of pirates at any time of day or
night, ultrasonic guns for fending off attackers on skiffs, improved equipment for onboard shelters – shipowning companies are
investing heavily to better protect their ships
and crews. PITAS (Pirate and Terrorist Aversion System), a cooperative project under the
auspices of navigation specialist Raytheon
Anschütz, relies on early warning systems,
evasion manoeuvres and de-escalation strategies. The British armaments group BAE Systems recently presented the prototype of a laser gun that could be installed on board any
merchant ship to blind attackers up to two
kilometres away to prevent a gunfire attack.
But ultimately the best choice is to leave
matters to the maritime security professionals: “Protecting sea routes, carrying out
reconnaissance operations, defending ships
against piracy and policing sea areas far away
from their home waters has become daily routine for naval forces,” says Ulrich Otto, Chairman of the MS&D Conference Defence Panel.
The retired Rear Admiral was Director of the
Naval Bureau of the German Navy until 2008.
Navies of several countries have been
providing assistance during the North
African crisis. The naval units deployed
under the Atalanta mandate have succeeded in protecting ships against pirates and in freeing kidnapped vessels
on numerous occasions.
As the example of piracy shows, civilian security and military defence forces join hands in
an increasing number
of situations. This
is
reflected
in
the agenda of the
MS&D convention,
which also touches subjects such
as the fight
against smug-
gling and terrorism, protection of the environment and port security. Operating over an
extended period of time with limited resources far away from the home port places high
demands on naval logistics and requires new
strategies, modular structures and innovative engineering solutions. This year’s focus
of the concurrent MS&D trade fair is on unmanned systems. Specialised ships also play
an ever more important role in this scenario.
Under the Joint High Speed Vessel (JHSV)
programme, Austal is now building five multipurpose catamarans that will be used by the
U.S. Navy for troop transportation in coastal
waters. These fast ships are 103 m in length
and will do more than 35 knots. The first one
will be delivered at the end of this year. Its
four 9,100-kW engines are supplied by German manufacturer MTU.
lenght < 290 m | draft < 12 m | < 4,000 TEU
1988–2000 | 4th generation
Post-Panamax
length < 305 m | draft < 13 m | < 5,000 TEU
2000–2005 | 5th generation
Post-Panamax Plus
length < 335 m | draft < 14 m | < 8,000 TEU
2006 – | 5th generation
new Panamax
length < 397 m | draft < 15.5 m | < 14,500 TEU
In September 2005, ship classification
society Germanischer Lloyd presented a
design study developed jointly with Hyundai Heavy Industries for a ship type with
a capacity of 13,000 standard containers,
which sounded pretty daring in the days of
the 9,200-TEU MSC Pamela. Barely a year
later, Emma Maersk and her seven
sisters outperformed that design
by far, taking on as many as 14,700
containers at a hull length of nearly 400m.
This is the current standard for large
containerships. In 2010 German shipping
company Claus-Peter Offen, one of the
largest ship charterers, commissioned the first four of a series of nine 14,000-TEU freighters, each 365.5 m in length.
smm-hamburg.com
Please contact:
Travel agency Rauther
Ulrike Thomsen
Phone: +49 40 724161–70
Fax:
+49 40 724161–69
E-mail: [email protected]
As the large industrialised nations are cutting their military budgets, shipbuilders and
their suppliers are hoping for orders
from the navies of newly industrialised countries (NIC). China has announced a 12.7%
increase of its military
spending. As of 2016, several
Brazilian-built Scorpèneclass submarines are
to be delivered to the
Brazilian navy. India
is constructing naval
ships under licence
from
French
and Spanish
shipyards.
A selection of services offered is
given at: www.rauther.de/fair/smm
MS&D 2011 with
online tickets
W
ith roughly 3,000 visitors, the SMM India
has clearly established itself as a leading maritime industry fair on the subcontinent. “We have been able to bring the leading
brands of the maritime industry to India,” said
Peter Bergleiter, Project Director SMM. In his
opening keynote address, Secretary K. Mohandas from the Indian Ministry of Shipping
underscored the positive development of the
industry and the resulting business opportunities. Dr Satish B. Agnihotri, Director General
of Shipping & Ex. Officio Additional Secretary
to the Govt. of India, stressed the importance
of the Maritime Agenda 2020 which aims at
quadrupling the current Indian tonnage. More
Hamburg Messe highlights
Manoeuvre: Container giant “Christophe Colomb” (13,344 TEU) of CMA-CGM in the port of Hamburg.
Just a few weeks ago, it was once again
Maersk who set a new record in terms of
ship dimensions. The Danish shipowning company confirmed orders for ten
Triple-E-class vessels from South Korean
shipyard Daewoo. At the same length as
“Emma Maersk”, these post-Panamax
ships are designed for 18,000 standard
containers. The larger, the more efficient:
“With these new ships we also want to
contribute to the reduction of CO2 emissions,” said Maersk Line CEO Eivind Kold-
ing. According to him, the carbon dioxide
emissions from these vessels will be 50%
less than the current standard on the
route between Europe and Asia.
So will this be the end of the growth trend?
Apparently not! The first shipyards are
already designing new extended-length
vessels capable of sailing from Asia to the
U.S. through the expanded Panama Canal. The capacity envisioned for these new
Panamax behemoths: 20,000 TEU.
15–17 June 2011
international conference
and exhibition on maritime security and defence
Hamburg Messe
Fairground
27–29 September 2011
Hamburg Messe
Fairground
4–7 September 2012
Hamburg Messe
Fairground
Use the prior registration tool
on the web for your MS&D visit.
The online ticket shop is now
available. Everyone with an
invitation from an MS&D exhibitor can activate his admission
ticket on the MS&D website. All
other MS&D visitors can buy their
ticket online at msd-hamburg.
com. With an online ticket, every
visitor has direct access to the
trade fair grounds and does not
have to waste time queuing in the
entrance area. So register online
and save time and money.
Smartphone app for
mobile exhibitor search
SMM India clearly established
For the first time, at SMM 2012
Hamburg Messe will also provide
an online exhibitor directory for
mobile terminals. To access this,
you need only an Internet-capable
browser on your unit to call up the
SMM website smm-hamburg.com
than 100 exhibiting companies of the shipbuilding industry showcased their latest developments at the second fair held under the
SMM brand in early April.
SMM India, a joint project of Hamburg Messe
und Congress and its Indian partner, Inter Ads
Exhibitions Pvt. Ltd, is held every two years
at the Mumbai Exhibition Centre. The simultaneous two-day conference offers decision
makers and experts an opportunity to discuss
current topics of the industry. “The quality of
visitors this year was outstanding,” said Rajan Sharma, Director of Inter Ads Exhibitions.
www.smm-india.com
IMPRINT
Publisher:
Hamburg Messe und
Congress GmbH
Messeplatz 1
20357 Hamburg, Germany
Phone: +49 40 3569-0
Fax:
+49 40 3569-2149
Editorial office: printprojekt
smm-hamburg.com
SMM 2012: The Countdown
The shipbuilding and supply industries have been enjoying dynamic growth this year. With ship efficiency and environment protection as key challenges,
they are redoubling their efforts to develop innovative solutions. It will be exciting to see the new highlights at SMM 2012. Most of the exhibition space
has been rented already, and once again SMM is anticipated to be fully booked before the official application deadline.
T
he wind has turned – and it is helping
shipbuilders and their suppliers gather
way. The organisers of the leading global
trade fair of the shipbuilding sector say:
“The number of confirmed exhibitor bookings for SMM 2012 is clearly above the level
at the same time two years ago,” says Peter
Bergleiter, Project Director SMM at Hamburg Messe und Congress GmbH (HMC).
This overwhelming response did not come
unexpectedly, according to a survey conducted at SMM 2010. 98% of the exhibitors
had announced their intention to return the
No time to lose!
Application deadline
for SMM 2012:
14 October 2011
If you require application forms or
visitor information on SMM 2012,
please contact:
Hamburg Messe und Congress GmbH
Project Management MA-3
Messeplatz 1
20357 Hamburg,Germany
Phone: +49 40 3569–2146/-2147
Fax: +49 40 3569–2149
[email protected]
smm-hamburg.com
Online registration
Exhibitors of SMM 2012 can have
themselves registered with a click
of the mouse via the new paperless
electronic online registration
system smm-hamburg.com
Growth Market: Technically sophisticated multi-purpose ships for offshore work (photo: “Rem Hrist” built by the Norwegian Ulstein Group) are in great demand.
next time (see below). Last year’s fair was
fully booked, as well, in spite of the difficult
economic conditions still affecting the industry. The 24th “shipbuilding, machinery
& marine technology international trade fair
hamburg” attracted 50,000 industry visitors
eager to explore the products and services
of 2003 exhibitors from 58 countries. The
events abroad – SMM Istanbul in January
and SMM India in April – also met with lively
interest.
Green highlights
SMM continues to be the leading international platform of the maritime industry.
Every two years, shipbuilders and suppliers
April 2011 – Printed in Germany
Subject to changes
present innovative solutions and technologies to top-class industry representatives
from all over the world at the Hamburg
event.
and optimised hull shapes to efficient fleet
management.
Minimising the environmental footprint
of shipping continues to be an important
objective of SMM. “It is our obligation to
protect the maritime environment,” said
CEO Micky Arison of Carnival, the world’s
largest cruise ship operator, during the
inaugural event of the global maritime
environmental congress (gmec). Following its successful launch, the gmec will
be a regular part of the SMM programme
in the future to promote the green agenda,
from alternative propulsion technologies
It is no news the energy sector can benefit
from the vast technological competence of
the shipbuilding industry in many ways.
Highly specialised vessels are used to supply oil platforms and offshore wind turbine
installation sites. Heavy lift ships haul gigantic components to their destinations. The
maritime know-how of shipyards and component suppliers is in high demand. This is
reflected by the global reach of SMM. The
success story of the maritime economy and
its leading industry showcase continues.
Bright prospects
Cheerful exhibitors and visitors
W
Venue: The next SMM India will again take place in Mumbai.
Photo: HMC/Z
Panamax
Photo: HHLA/Thomas Hampel
1980–1988 | 3rd generation
You can make your hotel overnight
bookings during SMM via the SMM
2012 website www.smm-hamburg.
com or the HMC partner FIRST
travel agency Rauther, which also
provides a comprehensive service
for your trip to Hamburg and leisure
activities – before, during and after
SMM 2010.
Perspective: The German navy’s frigate 125 can
provide naval support to special forces.
E
conomies of scale continue to drive the
trend towards larger containerships.
While the first-generation vessels built
until 1968 were 180 metres long and carried 750 TEU, the third generation from
1972 onward had grown to 287 m and four
times the capacity. By 1999, 354-m ships
carrying more than 8,000 TEU were a common sight.
We`ll book a hotel for you
Flexible response
Containerships:
The next generation
Containership-Evolution since 1980
you can easily get a great deal
done online in the run-up to the fair.
2011
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4 –7 sept 2012
HMC offers a comprehensive
online service for SMM 2012.
Via the SMM website
smm-hamburg.com
Illustration: ARGE F125/TKMS
The German “KG” model has had a long and
successful history. Does it have a future?
Absolutely. The KG model will always play a
major role on the German market. Investors
and enterprises trust it. Of course, investing in a ship means acquiring an interest in
a firm with all the associated risks. However,
it was not the KG model that caused the financing bottlenecks but the global financial
crisis.
Photo: VDR/H.-J. Hettchen
Mr Johns, what will be the longterm consequences of the economic
and financial crisis on ship finance?
The crisis has changed the scene in the
banking sector, including ship finance. The
requirements for external finance have become stricter. Shipowners must raise much
more capital of their own now. On the equity
side, investors are still hesitant due to the
volatility of the markets. But then, you can
always get financing for a sound project.
Expert:
Max Johns,
spokesperson
of the German
Shipowners’
Association
VDR, teaches
Ship Finance at
the Hamburg
School of Business Administration.
Troop Transporter: The multi-purpose catamarans
made by Austal do more than 35 knots.
No 1
Online service
for SMM 2012
Photo: Dbenbenn
T
he worst is over. Charter rates have recovered in some key segments of the
shipping industry, and banks are more willing to provide external finance for new ships.
But the financial crisis has left its marks
and prompted a sustained change of course
in ship finance. The requirements have become tougher for both equity and borrowed
capital, paving the way towards alternative
forms of financing.
Illustration: Austal
Ship finance on a new course
SMM news
| 2011
Photo: Ulstein Group/Arild Solberg
No 1
e are extremely pleased
with the outcome of this
trade event,” said Peter Dan
Petersen, summing up his
impressions from SMM 2010.
The Senior Manager Marketing Communications of ship
engine manufacturer MAN
Diesel & Turbo repeated what
most exhibitors stated in the survey
conducted by an independent research institute on behalf of HMC at the end of last year’s
SMM. 94% of the exhibiting companies rated
the event “very good” to “satisfactory”. 96%
said the trade fair had fulfilled their expec-
Expectations surpassed: 96 per cent of the participating companies
said SMM 2010 fulfilled their expectations.
tations, and 98% said they would
return in 2012. Nearly as many
respondents (97%) confirmed
they had made contact with their
most important business partners,
and 97% said they concluded or made
arrangements for business deals.
96%
To some extent the success
of the event depends on the
quantity and quality of exhibitors and visitors. Shipowners,
Business success: 97 per cent of the respondents said they concluded
one or several deals at SMM 2010 or made arrangements for new deals.
smm-hamburg.com
shipyards and suppliers were the largest visitor groups; 70% of the exhibitors were shipbuilders or suppliers. The exhibitors found
an ideal target audience and vice versa. As
many as 68% of the visitors at SMM 2010
were decision makers.
97%
Confirming that SMM is considered the flagship event of the
maritime trade not only by exhibitors and visitors alike, an
overwhelming 96% of the respondents gave it a rating of
“good” to “excellent”.
Photo: HMC/Z
SMM news
Stampede: Numerous executives and decision makers
from the industry attended SMM 2010 .
SMM news
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4–7 sept 2012
|
No 1
2011
Technology fends off pirates
Banks are finally willing to provide more capital for new ships. Alternative financing models are gaining in importance.
Today’s maritime security threats cannot be addressed effectively without
coordinating civilian security and military defence activities. MS&D – international conference and exhibition on maritime security and defence
hamburg will provide an ideal platform for promoting these efforts.
Photo: Baycrest
External finance:
Beijing’s China
Development Bank is
shopping in Europe.
No doubt, the general morale is improving:
“We are ready to do business once again,”
says Dr Holger Janssen, head of the ship
finance department at UniCredit. But the
times of aggressive financing structures in
shipping with redemption-free years or equity pre-financing in return for placement
guarantees are over. One thing is for certain: “While you will always find financing
for good business, ship-owning companies
must have much more capital of their own to
show today than before the crisis,” says expert Max Johns (refer to interview). Not only
have the banks become more cautious, but
the tighter regulation of the finance sector
(Basel II/III) is an additional limiting factor
for lenders in ship financing.
to be the preferred financing method. Investors still have not fully overcome the past
market turmoil and are shunning the entrepreneurial risk inherent in ship investment
– another reason for shipowners to look for
alternative sources of equity and be more
accessible for the capital market. “Private
placements will increase in number,” says
Hamburg-based finance expert Albrecht
Gundermann. According to reports, HapagLloyd, for example, has recently teamed up
with Onyx, a government-owned investor
from the Sultanate of Oman. Then there is
always the option for large container shipping companies to go public. Out of 44 shipping companies listed on the New York City
Stock Exchange, no more than four are container-only. Experts believe there is much
more potential.
More money from the Far East
Increased capital requirements due to lar­
ger ship sizes as well as tougher regulation of the banking sector will reinforce the
trend towards syndicated loans, thereby
spreading the risks and internationalising
the financing schemes. “We expect Asian
banks in particular to gain in importance
for the ship finance market,” says Ralf Bredranowsky, Global Co-Head of DB Shipping.
China Development Bank’s tie-up with German ship finance bank HSH Nordbank supports that notion although experts caution
not to expect an inrush of foreign capital
from the Far East for the European shipping
industry.
The market is still good for many surprises
and it supplies a host of discussion topics for
the 4th SMM Ship Finance Forum to be held
on September 3rd, one day prior to SMM
2012 in Hamburg.
In Germany, where about one third of the
global containership fleet is financed, the
traditional “KG model” will likely continue
You can always get financing for a sound project
Are there any alternatives to the KG model?
There are several alternatives on the international market but not all of them are entirely suitable for the German market. For
example, private placements have become
more popular again recently. It remains to
be seen whether more German shipping
companies will choose to go public. This
would allow them to make much better use
of the bond market than before.
Do you anticipate an increasing involvement
of Chinese banks, and if so, in what form?
We are not expecting a sudden shift of ship
finance to Asian banks. Of course, banks,
and in particular, Chinese banks will intensify their involvement in syndicated financing arrangements. There is nothing
abnormal about that; rather, it is appropriate considering the role Asia is playing in
the shipping and financial markets. German
ship-owning companies, however, are typi-
cally medium-sized businesses with very
close ties to their respective banks. Many
crisis-related issues have been resolved
successfully because of that. It is important
to maintain these close relationships.
N
early 1,200 seamen were kidnapped during the year 2010. The constant threat of
pirate attacks, carried out with increasingly
sophisticated equipment and growing brutality, especially off the coast of Somalia and in
the Indian Ocean, has made security a major
concern of international shipping.
High-level event
Piracy will be among the top items on the
agenda of this year’s international conference
and exhibition on maritime security and defence (MS&D) in Hamburg from 15 to 17 June
2011. MS&D offers a unique forum for decision makers and high-level experts from all
over the world to present new technologies
and discuss current security issues at the
concurrent international conference. With a
festive opening ceremony, a reception and an
official dinner, the special events programme
will provide plenty of networking opportunities. The panel sessions on defence and security topics will feature delegations of distinguished international experts. For program
information and to register please visit www.
msd-hamburg.com
Infrared cameras capable of sensing the
presence of pirates at any time of day or
night, ultrasonic guns for fending off attackers on skiffs, improved equipment for onboard shelters – shipowning companies are
investing heavily to better protect their ships
and crews. PITAS (Pirate and Terrorist Aversion System), a cooperative project under the
auspices of navigation specialist Raytheon
Anschütz, relies on early warning systems,
evasion manoeuvres and de-escalation strategies. The British armaments group BAE Systems recently presented the prototype of a laser gun that could be installed on board any
merchant ship to blind attackers up to two
kilometres away to prevent a gunfire attack.
But ultimately the best choice is to leave
matters to the maritime security professionals: “Protecting sea routes, carrying out
reconnaissance operations, defending ships
against piracy and policing sea areas far away
from their home waters has become daily routine for naval forces,” says Ulrich Otto, Chairman of the MS&D Conference Defence Panel.
The retired Rear Admiral was Director of the
Naval Bureau of the German Navy until 2008.
Navies of several countries have been
providing assistance during the North
African crisis. The naval units deployed
under the Atalanta mandate have succeeded in protecting ships against pirates and in freeing kidnapped vessels
on numerous occasions.
As the example of piracy shows, civilian security and military defence forces join hands in
an increasing number
of situations. This
is
reflected
in
the agenda of the
MS&D convention,
which also touches subjects such
as the fight
against smug-
gling and terrorism, protection of the environment and port security. Operating over an
extended period of time with limited resources far away from the home port places high
demands on naval logistics and requires new
strategies, modular structures and innovative engineering solutions. This year’s focus
of the concurrent MS&D trade fair is on unmanned systems. Specialised ships also play
an ever more important role in this scenario.
Under the Joint High Speed Vessel (JHSV)
programme, Austal is now building five multipurpose catamarans that will be used by the
U.S. Navy for troop transportation in coastal
waters. These fast ships are 103 m in length
and will do more than 35 knots. The first one
will be delivered at the end of this year. Its
four 9,100-kW engines are supplied by German manufacturer MTU.
lenght < 290 m | draft < 12 m | < 4,000 TEU
1988–2000 | 4th generation
Post-Panamax
length < 305 m | draft < 13 m | < 5,000 TEU
2000–2005 | 5th generation
Post-Panamax Plus
length < 335 m | draft < 14 m | < 8,000 TEU
2006 – | 5th generation
New Panamax
length < 397 m | draft < 15.5 m | < 14,500 TEU
In September 2005, ship classification
society Germanischer Lloyd presented a
design study developed jointly with Hyundai Heavy Industries for a ship type with
a capacity of 13,000 standard containers,
which sounded pretty daring in the days of
the 9,200-TEU MSC Pamela. Barely a year
later, Emma Maersk and her seven
sisters outperformed that design
by far, taking on as many as 14,700
containers at a hull length of nearly 400m.
This is the current standard for large
containerships. In 2010 German shipping
company Claus-Peter Offen, one of the
largest ship charterers, commissioned the first four of a series of nine 14,000-TEU freighters, each 365.5 m in length.
smm-hamburg.com
Please contact:
Travel agency Rauther
Ulrike Thomsen
Phone: +49 40 724161–70
Fax: +49 40 724161–69
E-mail: [email protected]
As the large industrialised nations are cutting their military budgets, shipbuilders and
their suppliers are hoping for orders
from the navies of newly industrialised countries (NIC). China has announced a 12.7%
increase of its military
spending. As of 2016, several
Brazilian-built Scorpèneclass submarines are
to be delivered to the
Brazilian navy. India
is constructing naval
ships under licence
from
French
and Spanish
shipyards.
A selection of services offered is
given at: www.rauther.de/fair/smm
MS&D 2011 with
online tickets
W
ith roughly 3,000 visitors, the SMM India
has clearly established itself as a leading maritime industry fair on the subcontinent. “We have been able to bring the leading
brands of the maritime industry to India,” said
Peter Bergleiter, Project Director SMM. In his
opening keynote address, Secretary K. Mohandas from the Indian Ministry of Shipping
underscored the positive development of the
industry and the resulting business opportunities. Dr Satish B. Agnihotri, Director General
of Shipping & Ex. Officio Additional Secretary
to the Govt. of India, stressed the importance
of the Maritime Agenda 2020 which aims at
quadrupling the current Indian tonnage. More
Hamburg Messe highlights
Manoeuvre: Container giant “Christophe Colomb” (13,344 TEU) of CMA-CGM in the port of Hamburg.
Just a few weeks ago, it was once again
Maersk who set a new record in terms of
ship dimensions. The Danish shipowning company confirmed orders for ten
Triple-E-class vessels from South Korean
shipyard Daewoo. At the same length as
“Emma Maersk”, these post-Panamax
ships are designed for 18,000 standard
containers. The larger, the more efficient:
“With these new ships we also want to
contribute to the reduction of CO2 emissions,” said Maersk Line CEO Eivind Kold-
ing. According to him, the carbon dioxide
emissions from these vessels will be 50%
less than the current standard on the
route between Europe and Asia.
So will this be the end of the growth trend?
Apparently not! The first shipyards are
already designing new extended-length
vessels capable of sailing from Asia to the
U.S. through the expanded Panama Canal. The capacity envisioned for these new
Panamax behemoths: 20,000 TEU.
15–17 June 2011
international conference
and exhibition on maritime security and defence
Hamburg Messe
Fairground
27–29 September 2011
Hamburg Messe
Fairground
4–7 September 2012
Hamburg Messe
Fairground
Use the prior registration tool
on the web for your MS&D visit.
The online ticket shop is now
available. Everyone with an
invitation from an MS&D exhibitor can activate his admission
ticket on the MS&D website. All
other MS&D visitors can buy their
ticket online at msd-hamburg.
com. With an online ticket, every
visitor has direct access to the
trade fair grounds and does not
have to waste time queuing in the
entrance area. So register online
and save time and money.
Smartphone app for
mobile exhibitor search
SMM India clearly established
For the first time, at SMM 2012
Hamburg Messe will also provide
an online exhibitor directory for
mobile terminals. To access this,
you need only an Internet-capable
browser on your unit to call up the
SMM website smm-hamburg.com
than 100 exhibiting companies of the shipbuilding industry showcased their latest developments at the second fair held under the
SMM brand in early April.
SMM India, a joint project of Hamburg Messe
und Congress and its Indian partner, Inter Ads
Exhibitions Pvt. Ltd, is held every two years
at the Mumbai Exhibition Centre. The simultaneous two-day conference offers decision
makers and experts an opportunity to discuss
current topics of the industry. “The quality of
visitors this year was outstanding,” said Rajan Sharma, Director of Inter Ads Exhibitions.
www.smm-india.com
IMPRINT
Publisher:
Hamburg Messe und
Congress GmbH
Messeplatz 1
20357 Hamburg, Germany
Phone: +49 40 3569-0
Fax: +49 40 3569-2149
Editorial office: printprojekt
smm-hamburg.com
SMM 2012: The Countdown
The shipbuilding and supply industries have been enjoying dynamic growth this year. With ship efficiency and environment protection as key challenges,
they are redoubling their efforts to develop innovative solutions. It will be exciting to see the new highlights at SMM 2012. Most of the exhibition space
has been rented already, and once again SMM is anticipated to be fully booked before the official application deadline.
T
he wind has turned – and it is helping
shipbuilders and their suppliers gather
way. The organisers of the leading global
trade fair of the shipbuilding sector say:
“The number of confirmed exhibitor bookings for SMM 2012 is clearly above the level
at the same time two years ago,” says Peter
Bergleiter, Project Director SMM at Hamburg Messe und Congress GmbH (HMC).
This overwhelming response did not come
unexpectedly, according to a survey conducted at SMM 2010. 98% of the exhibitors
had announced their intention to return the
No time to lose!
Application deadline
for SMM 2012:
14 October 2011
If you require application forms or
visitor information on SMM 2012,
please contact:
Hamburg Messe und Congress GmbH
Project Management MA-3
Messeplatz 1
20357 Hamburg,Germany
Phone: +49 40 3569–2146/-2147
Fax: +49 40 3569–2149
[email protected]
smm-hamburg.com
Online registration
Exhibitors of SMM 2012 can have
themselves registered with a click
of the mouse via the new paperless
electronic online registration
system smm-hamburg.com
Growth Market: Technically sophisticated multi-purpose ships for offshore work (photo: “Rem Hrist” built by the Norwegian Ulstein Group) are in great demand.
next time (see below). Last year’s fair was
fully booked, as well, in spite of the difficult
economic conditions still affecting the industry. The 24th “shipbuilding, machinery
& marine technology international trade fair
hamburg” attracted 50,000 industry visitors
eager to explore the products and services
of 2003 exhibitors from 58 countries. The
events abroad – SMM Istanbul in January
and SMM India in April – also met with lively
interest.
Green highlights
SMM continues to be the leading international platform of the maritime industry.
Every two years, shipbuilders and suppliers
April 2011 – Printed in Germany
Subject to changes
present innovative solutions and technologies to top-class industry representatives
from all over the world at the Hamburg
event.
and optimised hull shapes to efficient fleet
management.
Minimising the environmental footprint
of shipping continues to be an important
objective of SMM. “It is our obligation to
protect the maritime environment,” said
CEO Micky Arison of Carnival, the world’s
largest cruise ship operator, during the
inaugural event of the global maritime
environmental congress (gmec). Following its successful launch, the gmec will
be a regular part of the SMM programme
in the future to promote the green agenda,
from alternative propulsion technologies
It is no news the energy sector can benefit
from the vast technological competence of
the shipbuilding industry in many ways.
Highly specialised vessels are used to supply oil platforms and offshore wind turbine
installation sites. Heavy lift ships haul gigantic components to their destinations. The
maritime know-how of shipyards and component suppliers is in high demand. This is
reflected by the global reach of SMM. The
success story of the maritime economy and
its leading industry showcase continues.
Bright prospects
Cheerful exhibitors and visitors
W
Venue: The next SMM India will again take place in Mumbai.
Photo: HMC/Z
Panamax
Photo: HHLA/Thomas Hampel
1980–1988 | 3rd generation
You can make your hotel overnight
bookings during SMM via the SMM
2012 website www.smm-hamburg.
com or the HMC partner FIRST
travel agency Rauther, which also
provides a comprehensive service
for your trip to Hamburg and leisure
activities – before, during and after
SMM 2010.
Perspective: The German navy’s frigate 125 can
provide naval support to special forces.
E
conomies of scale continue to drive the
trend towards larger containerships.
While the first-generation vessels built
until 1968 were 180 metres long and carried 750 TEU, the third generation from
1972 onward had grown to 287 m and four
times the capacity. By 1999, 354-m ships
carrying more than 8,000 TEU were a common sight.
We`ll book a hotel for you
Flexible response
Containerships:
The next generation
Containership-Evolution since 1980
you can easily get a great deal
done online in the run-up to the fair.
2011
shipbuilding • machinery & marine technology
international trade fair • hamburg • 4 –7 sept 2012
HMC offers a comprehensive
online service for SMM 2012.
Via the SMM website
smm-hamburg.com
Illustration: ARGE F125/TKMS
The German “KG” model has had a long and
successful history. Does it have a future?
Absolutely. The KG model will always play a
major role on the German market. Investors
and enterprises trust it. Of course, investing in a ship means acquiring an interest in
a firm with all the associated risks. However,
it was not the KG model that caused the financing bottlenecks but the global financial
crisis.
Photo: VDR/H.-J. Hettchen
Mr Johns, what will be the longterm consequences of the economic
and financial crisis on ship finance?
The crisis has changed the scene in the
banking sector, including ship finance. The
requirements for external finance have become stricter. Shipowners must raise much
more capital of their own now. On the equity
side, investors are still hesitant due to the
volatility of the markets. But then, you can
always get financing for a sound project.
Expert:
Max Johns,
spokesperson
of the German
Shipowners’
Association
VDR, teaches
Ship Finance at
the Hamburg
School of Business Administration.
Troop Transporter: The multi-purpose catamarans
made by Austal do more than 35 knots.
No 1
Online service
for SMM 2012
Photo: Dbenbenn
T
he worst is over. Charter rates have recovered in some key segments of the
shipping industry, and banks are more willing to provide external finance for new ships.
But the financial crisis has left its marks
and prompted a sustained change of course
in ship finance. The requirements have become tougher for both equity and borrowed
capital, paving the way towards alternative
forms of financing.
Illustration: Austal
Ship finance on a new course
SMM news
| 2011
Photo: Ulstein Group/Arild Solberg
No 1
e are extremely pleased
with the outcome of this
trade event,” said Peter Dan
Petersen, summing up his
impressions from SMM 2010.
The Senior Manager Marketing Communications of ship
engine manufacturer MAN
Diesel & Turbo repeated what
most exhibitors stated in the survey
conducted by an independent research institute on behalf of HMC at the end of last year’s
SMM. 94% of the exhibiting companies rated
the event “very good” to “satisfactory”. 96%
said the trade fair had fulfilled their expec-
Expectations surpassed: 96 per cent of the participating companies
said SMM 2010 fulfilled their expectations.
tations, and 98% said they would
return in 2012. Nearly as many
respondents (97%) confirmed
they had made contact with their
most important business partners,
and 97% said they concluded or made
arrangements for business deals.
96%
To some extent the success
of the event depends on the
quantity and quality of exhibitors and visit­ors. Shipowners,
Business success: 97 per cent of the respondents said they concluded
one or several deals at SMM 2010 or made arrangements for new deals.
smm-hamburg.com
shipyards and suppliers were the largest visitor groups; 70% of the exhibitors were shipbuilders or suppliers. The exhibitors found
an ideal target audience and vice versa. As
many as 68% of the visitors at SMM 2010
were decision makers.
97%
Confirming that SMM is considered the flagship event of the
maritime trade not only by exhibitors and visitors alike, an
overwhelming 96% of the respondents gave it a rating of
“good” to “excellent”.
Photo: HMC/Z
SMM news
Stampede: Numerous executives and decision makers
from the industry attended SMM 2010 .