Transcript Document

The Shipping Trade
First came the viking cargo ships, the knarr.
They were able to sail mostly downwind but
required the use of oars. Staying mostly within
sight of land, they knew a little about prevailing
winds and navigated with the aid of a sundial
and a sun stone.
In the early 19th century Clipper ships sailed all over the
world. Not much was required to sail the vessel except a strong
back, a loud voice, and a basic knowledge of navigation.
Navigational equipment
probably included a
compass, a sextant and a
telescope. Life expectancy
for the vessel was no more
than a couple of years.
A cargo ship in the 1950’s and 1960’s was
more fully equipped:
•Gyro Compass (maybe)
•Gyro Steering Stand (Doubtful)
•Radar (2) (used only approaching
land)
•Loran A (probable)
•RDF (required)
•Fathometer (required)
•Radio Equipment (+ Operator)
Telegraphy
The Norm in 2005 - Bridge
Compasses
 Gyro (2) (digital)
 Electronic compass
(probable)
 Magnetic compass
Sonde
Digital Steering Stand
Radar (2)
 Digital with built in
ARPA
Loran C (fully automatic)
GPS (Multiple)
Fathometer
Speed Log
ECDIS
Weather Fax
Loggers
Computer weather
E-mail
Digital Communications
AIS
SSAS
Web Cams
LookSea augmented reality
GMDSS
The Norm in 2005 – Engine Room
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Steam Plants
Diesel
Diesel Electric
Gas Turbines
Generators
Sewage Treatment Facilities
Air Conditioning Systems
Hydraulics
Evaporators
Controlled by a modern computerized control room
In the early part of the 21st century, the face of shipping is quite
different. Shipping has become a heavily regulated industry. Crews have to be
increasingly well educated and trained and conform to regulations and procedures
designed to protect cargo, crew, investors and environment. No longer as subject to
the vagaries of wind and weather, modern cargo vessels are increasingly becoming
the transportation mode of choice.
Changing Dynamics in the supply chain of
ship board officers and crew have also occurred
• Traditionally, the world’s economic powers built the ships
and trained their citizens to operate them
• Today, the citizenry of the developed countries are less
likely to seek careers at sea
• Today’s ships are much more likely to have been built in a
foreign yard and have a multi-national crew
• Significant shortages of qualified ship’s officers and crews
are expected over the next decade in all segments of the
shipping industry
• English is the official language of shipping yet for the vast
majority of ship crews, English is a foreign language.
Human error
remains the #1 cause of shipping accidents
The MEGA BORG released 5.1 million gallons of oil as the result of
a lightering accident and subsequent fire. The incident occurred 60
nautical miles south-southeast of Galveston, Texas on June 8, 1990.
The New Era
Natural gas is the economic/environmental fuel of choice
96% of natural gas reserves are located outside North
America
25% of world natural gas consumption occurs in the U.S.
We are entering a new era in LNG shipping with the
imminent arrival of the first very large tankers with more
that 200,000 cubic metres of cargo capacity. These tankers
have new forms of propulsion (slow diesel or duel-fuel)
and new technology such as reliquefaction plants on board.
LNG ships are more technically advanced
and carry a cargo unlike any other
• Cargo is carried at extremely cold temperature
• LNG can only be carried in specially designed ships
• Loading and discharge process is different from other
tankers
• Cargo immediately starts re-gasification process
(boil-off)
• Highly reduced volume 1/600th
• Most ships are steam powered
• Re-liquification & re-gasification plants on board
LNG ships and the industry in general have enjoyed an
unprecedented safety record for nearly 40 years.
Why?
• Excellence and continued training of crew
• Experienced officers with long tenure in the LNG
industry
• Superior quality of ships and equipment
• Long term contracts with point to point delivery
• Controlled and sustainable growth (supply
continually meeting demand)
• Quality control instituted by the owner/operators
The Demand
Time-line
Number of ships
In service as of September 2004
174 ships (including 28 ships
delivered since January 2002)
In service as of May 2005
182 ships
Expected new contracts for 2005
50-65 (21 are firm orders)
Expected on order at end of 2005
143-158
Expected total of LNG fleet by end
of 2009
339-354
Traditional and new entrant operators, and delivery years of new LNG ships (as of September, 2004)
Operators
2004
2005
2006
2007
2008
Total
Misc
1
2
2
5
2
12
Gas de France
1
1
1
0
0
3
Golar
1
0
2
1
0
4
Exmar
1
1
1
0
0
3
Nigeria LNG
2
2
1
0
0
5
MOL
0
3
5
0
0
8
Pronav
0
0
0
1
3
4
NYK
0
1
2
5
0
8
Sonatrach
1
0
0
1
0
2
Bergessen
0
2
1
2
2
7
Lief Hoegh
0
1
1
0
0
2
Kawasaki
0
1
2
2
0
5
Sub-Total
7
14
18
17
7
63
Teekay
1
0
1
2
0
4
Petronet
1
0
0
0
0
1
Angelokousis (Maran)
0
1
2
1
0
4
Moller/Maersk
0
0
1
0
0
1
BG Group
0
0
3
3
1
7
Knutsen
0
0
1
0
0
1
TMT
0
0
1
0
0
1
Tsakos
0
0
0
1
0
1
Dynacom
0
0
0
2
1
3
Cosco
0
0
0
1
1
2
Sovcomflot
0
0
0
1
0
1
OSG
0
0
0
2
2
4
Iino
0
0
0
0
1
1
Sub-Total
2
1
9
13
6
31
Total
9
15
27
30
13
94
Traditional Operators
New Entrant Operators
RESULT = SHORTAGES
Shortage of adequately trained
officers and crew to meet
increased manning requirements
Composition of seafarers on board an LNG ship
Officers
Navigation
Master
Engine
Chief Engineer
Chief Officer (Nav.)
1st Assistant Engineer
Chief Officer (Cargo)
2nd Engineer
2nd Officer
4th Engineer
3rd Officer
Junior Engineer
Total 5
Total 5
Composition of seafarers on board an LNG ship
Ratings
Navigation Department Engine Department
Boatswain
Boatswain
Able Seaman
Able Seaman
Able Seaman
Able Seaman
Able Seaman
Ordinary Seaman
Total 8
Oiler No. 1
Oiler
Oiler
Oiler
Oiler
Fitter
Total 6
Purser’s Office
Chief Cook
Second Cook
Messman
Total 3
Composition of seafarers on board an LNG ship
Summary
Senior Officers (Management Level)
Junior Officers (Operational Level)
Total number of officers
(Note) 1st Assistant Engineer is a
management level engineer in charge
of cargo
Ratings
Total composition
6
4
10
17
27
Estimated demand for officers for LNG ships on order
Year
Deliveries
Newly Required Seafarers
Total
Officers*
2004(4th Qtr) 2 delivered
156
52 (32)
2005
20
1,560
520 (312)
2006
27
2,106
702 (422)
2007
30
2,340
780 (468)
2008-2010
86-101
6,708-7,878
2,236-2,626
(1,342-1,576)
Total
165-180
12,870-14,040 4,290-4,580
(2,576-2,810)
* Figures in parentheses show the number of Senior Officers (Management Level)
Shortage of qualified engineers
with steam endorsement
Estimated demand for turbine engineers
Year
Deliveries
Newly required turbine engineers
Officers
2004(4th Qtr) 2 (delivered)
26
Senior Officers
16
2005
2006
2007
2008-2010
20
27
30
86-101
260
351
390
1,118-1,313
156
211
234
671-788
Total
165-180
2,145-2,290
1,287-1,374
Shortage of time to adequately
train senior officers from a
different segment of the shipping
industry to meet the qualifications
for commanding LNG ships
General qualification for
shipmaster, deck & engine
departments
Training
Appropriate shore-based
fire-fighting course
Approved tanker
familiarization course
Suggested training
scheme for personnel
on LNG tankers
At least 3 months approved
seagoing service on tankers
Tanker familiarization
certificate
Experience appropriate to
duties on LNG tankers
Approved specialized LNG
training program
Certificate awarded Dangerous
Cargo Endorsement (Gas)
Service in positions with immediate responsibility for loading,
discharging and care in transit or handling LNG cargoes
Shortage of training billets aboard
existing LNG ships to be able to
meet the loading and discharge
qualification requirements
Shortage of LNG simulators and
qualified instructors
Consequences?
• LNG ships sit idle, cargo doesn’t move –
highly unlikely
• Poaching of qualified senior LNG officers
from one company to another occurs
• LNG ships sail with minimally trained
(qualified) crews
• Serious accidents occur.
Solutions:
• First, industry must recognize the looming problem
• International training standards for the LNG industry
must be established by IMO and national entities
• Training programs for converting senior officers from
one type of ship to LNG ships must be developed
• LNG companies must work together in order to
provide training billets aboard LNG ships
• Underwriters and financiers should insist on some
level of crew training and certification
• World’s maritime academies must start process of
providing basic LNG training to their undergraduate
students
• SIGTTO and IAMU are developing model courses
The Need