MCI (P) 201/07/2014 | A Publication by the Singapore Shipping Association Q2 2015 Issue 46

issue 46

1News

2 Editor’sNote

2 CalendarofEvents

3 SSATechnicalReport:Importanceofdistinguishingpiracyfromarmedrobbery

4 SwireEmergencyResponseServices:Insights&StrategiesonOilSpills

4 LaunchofMaritimeYouthClub&SingaporeMaritimeTrails(2ndEdition)

5 MaritimeExperientialProgramme2015 byMaritimeONE

6 SSAPresidentSpeaksatDutch Ambassador’sResidence

6 SSA30thAnniversaryGalaDinner: Bookyourtablestoday!

EditorEsbenPoulssonEditorial TeamMarianneChoo,JulianaLim,GinaGohPhoto credits: JurongPortPteLtd,MaritimeandPortAuthorityofSingapore,PSACorporationLtd

Member Events

7 SingaporeMaritimeWeek2015

9 SSAMaritimeLearningJourney

10 24thAsianShipowners’ForuminJeju

11 VisittoSwirePacificOffshore’sNewlyNamedVessels

11 YEGLunarNewYear‘Lo-Hei’Dinner

18 YEGNetworkingEventbyBIMCO

18 YEGEducationalTalk&NetworkingSession

18 YEGJuEngHomeVisit

19 SSA-YEGVolunteersattheWillingHeartsSoupKitchen

WavesispublishedquarterlybytheSingaporeShippingAssociation(SSA).CopyrightofthematerialscontainedinthismagazinebelongstoSSA,unlessspecifiedotherwise.Nocontentmaybereproducedinpartorinwholewithoutthepriorconsentofthepublisher.ViewsexpressedinthearticlesarethoseoftherespectivewritersandmaynotberepresentativeoftheSSA.

PrintedonFSCrecycledpaper

iN This issuE

Tel:+6564381998switchsg.sg

Foradvertisementenquiries,pleasecall+6563052260oremailwaves@ssa.org.sg

Features

12 SingaporeandthePort

14 Ports:LifebloodoftheEconomy

Thought Leadership

20 Migrants:RefugeescrossingtheMediterraneanSea

Future Ready

24 SMISeminar2015:Automation&Autonomy

Others

26 Newmembers

27 NewStaffattheSecretariat

28 SSAExecutiveDevelopmentProgramme

PublisherSingaporeShippingAssociation59TrasStreet,Singapore078998Tel:63052260Fax:62225527Email:waves@ssa.org.sgwww.ssa.org.sg

Notice to all ssA members – stay in contact! As you are aware, the SSA Secretariat often sends out email circulars to inform you, our members, of SSA’s events and the latest developments in the industry. We have noticed that some of you may not be receiving the email circulars sent out by the SSA Secretariat – as your office email server may have classified our emails as spam.

To resolve such issues, kindly include SSA’s domain name ssa.org.sg into your email whitelist/safelist so that you remain in our communication channel. Thank you for your kind attention.

14 20

1975

2

WAVES

wELcOME

Editor’s Note

The critical importance of Ports to the shipping industry is our theme for this issue and is obviously there for all to see – throughout history, strategically located ports have played a pivotal role not only in the developments of the port itself, but often the

hinterland and nation behind. As such, the importance of particular ports have grown, and sometimes waned in importance.

As it happens, I am writing this note from Europe’s largest port, Rotterdam, where I have been attending the AGM and Board meeting of the International Chamber of Shipping – of which Singapore is one of 37 member national associations, after the recent joining by Russia.

Rotterdam’s importance to the Netherlands can hardly be exaggerated, and nor, indeed, can the importance the Port of Singapore’s to Singapore itself. It was interesting to read that in 2013, Rotterdam handled some 13 million TEU – a large number indeed – but this only puts into context the vast size of the container port to be developed at Tuas, projected completion date by December 2020 - with an expected capacity of some 65 million TEU.

In recent years, as ships, especially container ships, have become so much bigger, so in turn has the infrastructure needed for the ports to handle them become ever more pressing. At an OECD Transport Forum in Leipzig a year ago, I actually spoke on behalf of the ICS on this very issue, which is of growing concern in a number of countries. So whilst we may be reaching the maximum size of container ship in operation, it would seem, as Mr C.C. Tung pointed out in his Distinguished Speaker’s lecture in April, that technologically, there would appear little or no barrier to designing and building even larger vessels. Should this happen, then the pressure on ports to adapt to such circumstances will be considerable.

Our port of Singapore enjoys an enviable reputation worldwide for speed, efficiency and service. This has come about as a result of many years and hard work by the stakeholders concerned and should rightly be a considerable source of pride for all Singaporeans.

Happy reading!

upcoming ssA events

ISSuE46

3

NEws

Recent press statements by a number of prominent maritime organisations, both local and international, on the piracy situation in Straits of Malacca and the South China Sea have painted a picture of unchecked high seas lawlessness

and extreme danger to all who sail these waters. In view of this, the Association has undertook a detailed analysis using available public data in an attempt to assess and judge the validity and/or justification of these claims. The SSA Technical Report on Piracy can be accessed via this link: http://www.ssa.org.sg/library/SSA0403001/SSA_Circular/2015/ssa094eml_attachment1.pdf The quarterly reports (1 Jan to 31 March 2015) of two prominent international organisations monitoring world piracy - the International Maritime Bureau of the International Chamber of Commerce (IMB) and the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP) were used and a comparative analysis was made to reconcile the data published by these two independent organisations. SSA Technical Director, Capt Ang Chin Eng presented the Association’s findings at the 24th Asian Shipowners’ Forum held on 19 May 2015 at Jeju Island, South Korea. Whilst the Association agrees that one incident is one too many, we feel that only with a balanced view of the situation will every stakeholder and enforcement agencies be able to work together better to tackle this issue. SSA hopes that with this Technical Report, Members will be more discerning when reading reports of piracy cases in the future. The SSA is also engaging MPA and ReCAAP ISC to work with their respective stakeholders and agencies to ensure that there is no repeat of the situation in 2005 - when alarmist press reports combined with commercial interests contributed to a situation where vessels transiting the Straits of Malacca and Singapore were subject to additional premiums.

ssA TEchNicAL REPORT: importance of distinguishing piracy from armed robbery

SSA Technical Director Capt. Ang speaking at ASF. (extreme right)

Waves

4

NEws

WAVES

Formerly known as the Maritime Open House, the Maritime Experiential Programme (MEP) is a concerted effort by MaritimeONE* to reach out to upper secondary school

students to promote awareness of maritime education and career options available through visits to key maritime establishments. SSA was the lead organiser of this event. For this year’s MEP, four schools registered more than 200 Secondary 3 students for the day long learning journey. They were: Jurongville Secondary School, Pei Hwa Secondary School, Springfield Secondary School and Yuan Ching Secondary School. Each school was given their own customised journey itineraries, which allowed them to visit various restricted maritime facilities such as the Pasir Panjang Port Terminal, Jurong Port Terminal, and Keppel Shipyard. Students also enjoyed a ferry ride around Singapore waters, where they witnessed various port, terminal and offshore operations in action. With the information provided by hydrographers from the Maritime and Port Authority of Singapore (MPA) on-board the vessel, students also gained some understanding of the significance of maritime in Singapore. The tour of Singapore Maritime Gallery located at Marina South Pier provided them insights into the the dynamic workings of the maritime industry in Singapore. For the first time, students had the opportunity to visit PSA Marine and gleaned insights into the operations of tugboats and found out the role of a harbour pilot. A tour of the Mission Command Centre and a ride on the pilot launch provided the students an unforgettable behind-the-scenes glimpse of tugboat operations taking place. MaritimeONE would like to take this opportunity to thank the following partners for their kind and helpful assistance in organising visits for the students:• Jurong Port Pte Ltd• Keppel Shipyard Pte Ltd• Maritime and Port Authority of Singapore• PSA Corporation Ltd• PSA Marine (Pte) Ltd Based on the feedback collated from the students and teachers who attended the event, the MEP was very well-received and regarded as an enriching programme. The MEP will execute its second run in October.

About MaritimeONE Launched in April 2007 by the Maritime and Port Authority of Singapore (MPA), Singapore Maritime Foundation (SMF), Association of Singapore Marine Industries (ASMI) and Singapore Shipping Association (SSA), MaritimeONE (Outreach Network) is a key platform for all maritime stakeholders to synergise efforts to raise awareness of the maritime industry among students and their influence groups, and to interest them in maritime education and careers via various outreach initiatives. As the Secretariat of the MaritimeONE, SMF works in tandem with strategic partners to organise a variety of initiatives, including promotional campaigns, events and MaritimeONE scholarships. Other MaritimeONE activities include industry awareness talks, scholarship offers, student outreach events and regular networking events for employers and tertiary students. For details, visit www.maritimecareers.com.sg.

ISSuE46

5

swire Emergency Response services (sERs) shares insights on oil spills and major strategies with ssA members

sSA and Swire Pacific Offshore Operations (SPO) co-organised two sharing sessions to raise the awareness of offshore sector. Simon Valentine, Manager of Dubai-based

Swire Emergency Response Services (SERS), conducted the sharing sessions on the topic, “Understanding the impact of oil spills and major oil spills and major strategies to handle them” for the Singapore maritime community. Both sessions were held at SPO’s flagship training facility, Swire Marine Training Centre (SMTC). SPO had originally planned for one session on 13 April 2015 but in view of the overwhelming response, SPO held an additional session the

DOROThy NgCORPORATE COMMUNICATIONS MANAGER,

SWIRE PACIFIC OFFSHORE OPERATIONS (PTE) LTD

next day. More than 30 participants including representatives from shipping lines, offshore services companies, ship management companies, Maritime and Port Authority of Singapore and Ministry of Transport attended the session. The trainer gave participants a comprehensive understanding of oil spills and recovery and covered a broad range of topics from background of marine oil spills, assessment and surveillance to dispersants, oil spill recovery, containment and projection and shoreline clean-up. Participants were also engaged in a lively scenario-based strategic planning exercise in which they put into practice the new concepts that they learnt. Participants were also highly impressed by the simulators during the guided tour at STMC. On the whole, the sessions were very well-received by the participants and many of them gave great reviews on the one-day introductory course and the knowledgeable trainer.

Launch of the Maritime youth club (Myc) and singapore Maritime Trails (2nd Edition)

The Maritime and Port Authority of Singapore (MPA) officially launched the Maritime Youth Club (MYC) programme and the 2nd edition of the Singapore

Maritime Trails (SMT) on 19 May 2015, held at the Tanjong Pagar Railway Station – an iconic national monument.These new outreach programmes are part of MPA’s ongoing efforts to raise awareness of the maritime industry amongst the youths, grow a pipeline of maritime talent and promote the growth and development of Maritime Singapore. Attendees of the launch event were also treated to an exclusive tour of the SMT (2nd Edition). The SMT (2nd Edition) features additional locations to showcase Singapore’s rich and diverse maritime history, including sites where important maritime activities were carried out in the past, such as the Tanjong Pagar Railway Station, the former Keppel Harbour and Clifford Pier. While the first trail is more maritime heritage focused, the newly launched trail maps out the progress and advancement of Maritime Singapore and features more recent landmarks like Maxwell Chambers and Marina South Pier. Complimentary guided trails for the general public run every first Saturday of the month for Trail 1, and every second Saturday of the month for Trail 2, from 9am to 12pm. Interested members of the public may call +65 6836 6466 (Mondays to Fridays, 9am-6.30pm) or email fang_jiayun@mpa.gov.sg to register or request for more information.

Maritime Experiential Programme 2015

Waves

6

NEws

ISSuE46

7

The Singapore Shipping Association (SSA) gave its full support to the Singapore Maritime Week (SMW)

where the international maritime community gathered in Singapore, from 19 – 24 April 2015, for a week of conferences, dialogues, exhibitions and social events in celebration of all things maritime. More than 54,000 shipping industry professionals, including ship owners, brokers, managers, ship suppliers, charterers, lawyers and insurance experts, attended the wide range of events held during and in conjunction with the SMW. The range of activities and events organised by the Maritime and Port Authority of Singapore (MPA), the maritime sector, and research and educational institutions, as well as the cosmopolitan profile of participants, reflected the vibrancy and diversity of Singapore as a major international maritime centre. As the maritime community celebrates the 10th run of the SMW in conjunction with Singapore’s 50th anniversary celebrations, this posed a great opportunity for the Government and the private sector to come together to highlight the importance of shipping to Singapore and of Singapore’s maritime hub to the global shipping industry.

Themed “People, Ideas and Opportunities”, SMW 2015 was a key platform to promote thought leadership and business opportunities across the maritime sector, as well as offer fruitful networking opportunities for the ‘who’s who’ in the industry. The week-long celebration was officially opened by Minister for Transport and Second Minister for Defence, Mr Lui Tuck Yew, at the Marina Bay Sands Event Plaza. “Singapore Maritime Week brings together stakeholders from around the world to exchange views on key issues of the day. Over the years, SMW has grown in size and significance, and is now one of the largest maritime events in the region. The expansion of SMW reflects the growing role that Singapore plays as an international hub port and maritime centre,” said Minister Lui Tuck Yew. The SSA’s support was highlighted by the Association’s effort in co-hosting of a high profile industry forum with the International Chamber of Shipping (ICS) to discuss the issue of ‘Maritime Regulatory Landscape – 2015 and beyond’. ICS Chairman, Mr Masamichi Morooka, delivered the keynote speech,

in which he addressed international industry concerns such as the impact of environmental legislation on shipping. He began by highlighting the big problem caused by the different ballast water treatment regime that applies in the United States to that adopted by the IMO through the Ballast Water Management Convention. “Whether we like it or not, the political reality is that the IMO Convention is probably going to enter into force, sooner rather than later, and we therefore have to make it work. But the conflicting IMO and US requirements, when combined with the lack of systems fully approved by the US, could produce an impossible dilemma in which some ships might not be able to operate in US waters if the IMO Convention enters in force before US approved equipment is commercially available.” He added: “The problem is that the US has adopted a process for the approval of ballast treatment equipment that is different to that adopted by IMO. At the request of the shipping industry, led by ICS, IMO has agreed to make the IMO type-approval process more robust while also advising governments not to penalise ship owners that have installed first generation equipment in good faith. But the U.S. will not be a party to the

sEAN MOLONEyELABORATE COMMUNICATIONS LTD

Another vibrant singapore Maritime week as the maritime community

celebrates its 10th run

SSA - ICS Industry ForumSea Asia Exhibition

MEMbER EvENTs

The Ambassador of the Netherlands Mr Jacques Werner and his wife hosted the SSA on 22 April 2015 at their residence for a networking

session in conjunction with their Dutch delegation’s Holland Pavilion at the Sea Asia Exhibition.

ssA President speaks at Dutch Ambassador’s networking event for maritime community

Mr Jacques Werner (3rd from left) with SSA’s Mr Michael Phoon, Mr Patrick Phoon and Mrs Gina Lee-Wan

ISSuE46

MEMbER EvENTs

8 9

WAVES

international Convention. ” Working through the ICS and MPA, SSA has been actively contributing to discussions at the IMO, including the Ballast Water Management Convention. A discussion panel followed, chaired by SSA Honorary Secretary and ICS Vice Chairman Mr Esben Poulsson, and including ICS Secretary General Mr Peter Hinchliffe, Chairman of the SSA Maritime Safety & Security Sub-committee Capt. George Solomon and Mr Morooka. It covered many topical issues not least of all the important role the SSA plays within the ICS and the successful relationship it enjoys with the Singapore government. “The single biggest reason we are successful here in Singapore is the consensual relationship that exists between government and industry,” said Esben Poulsson. “Here we try to reflect the views of our membership to the government. Both of us don’t always agree but we try to agree and when we don’t, we are respectful of each other’s positions,” said Esben Poulsson. Commenting on the special relationship, Peter Hinchliffe added: “I say to SSA, same as I say to any other national association, is that you get your voice heard by being part of the ICS. I know distance can be a barrier but we have to overcome this barrier and with the ability to use video and audio conferencing there really is no excuse not to be engaged in all of our committees. “The strength of the ICS is what I regard as the ‘virtuous circle’ where we

come together as a group of national associations and agree an international position for the industry. Each national association then takes that message away and speaks to its own government. The success of the virtuous circle is that when the government then goes the IMO meeting, it not only knows what its own shipping industry wants but also hears what the ICS is saying and what other members may say in the IMO debate.” One interesting suggestion came from the floor when it was suggested that an international shipping ombudsman be appointed with the power to challenge over regulation or lack of action in the industry. Panellists thought this a good idea with a promise to investigate further. Immediately following the forum discussion was a presentation ceremony of the United States Coast Guard’s AMVER Awards. The Automated Mutual Assistance Vessel Rescue System (AMVER) is a computer-based voluntary global ship reporting system used worldwide by search and rescue authorities to arrange for assistance to persons in distress at sea. The AMVER Awards Program recognises those vessels which regularly participate in the AMVER system and awards them coloured pennants in recognition of that ship and company’s commitment to safety at sea. At this ceremony, some 90 Singapore based companies received AMVER awards for the 1,250 ships under their care. At the Sea Asia conference and exhibition, SSA played an integral role

on its steering committee and assisted in organizing the Singapore pavilion at the exhibition hall. This attracted many visitors and proved an excellent information point for the breadth and variety of maritime excellence and expertise in Singapore. Community outreach events also generated public interest in the maritime sector and showcased the exciting career opportunities it offers. During the week, more than 1,000 people participated in the “Maritime Learning Journey” programme. For SSA members, some 80 representatives had the exclusive opportunity to view Keppel Shipyard’s extensive ship and rig building facilities, and a ferry ride to Raffles Lighthouse on Pulau Satumu, Singapore’s southernmost island, for a once-in-lifetime climb up its 160-year old lighthouse tower. During the weekend leading up to the SMW, SSA’s Young Executives Group (YEG) spent a meaningful morning volunteering at the Willing Hearts Soup Kitchen. Almost 60 shipping industry volunteers assisted in the preparation, cooking and packing of food which was distributed to needy beneficiaries across the island. SSA President, Mr Patrick Phoon, said: “Singapore Maritime Week is a high profile and influential occasion and the Singapore Shipping Association is pleased to have played such a significant role in ensuring that this wide range of events benefited both the maritime industry and the Singapore community as a whole.”

sMw 2015 Maritime Learning Journey

For the 4th year running, a daily Maritime Learning Journey was organised by the Maritime and Port Authority of Singapore during Singapore Maritime Week

(SMW). These learning journeys provided participants an opportunity to learn more about Singapore’s dynamic maritime industry by visiting various industry related facilities. The tour kicked off with a ferry ride from Marina South Pier to Pulau Satumu, Singapore’s southernmost island where the Raffles Lighthouse is located. Participants had the opportunity to roam around the island, normally restricted to the public. With pristine waters surrounding the island, one may have mistaken it for a secluded beach resort. A small maritime museum located on the island gave the participants some insights into Singapore’s maritime history. The highlight of the tour has to be the climb up to the top of the lighthouse tower for a scenic and tranquil view of the Singapore Straits. The next stop was the Singapore Maritime Gallery at Marina South Pier where even the most experienced would be able to learn a thing or two about the maritime industry. In order to make the learning journeys more enriching for SSA members, the Secretariat extended the programme by arranging for a tour of Keppel Shipyard. Members were shown a corporate video by Keppel Corporation, where they were introduced to its various businesses and project developments. A dialogue session with Keppel and Offshore Marine executives satiated any curiosities from the participants regarding Keppel and its operations. A coach tour around Keppel Shipyard at Pioneer Sector 1 showcased the activities going on at the shipyard, with explanations and further information provided by Keppel engineers on-board the coaches. All in all, it was a great day of good weather and many learning opportunities. The Secretariat hoped all participants enjoyed and benefitted from the Maritime Learning Journey. For those who missed out this time round, do look out for our Maritime Learning Journey circular in March/April next year!

MEMbER EvENTs

ISSuE46WAVES

10 11

On 25 March 2015, Swire Pacific Offshore’s (SPO) newly named vessels Pacific Centurion and Pacific Goldfinch welcomed onboard a group of 26 people comprising

Singapore Shipping Association (SSA) and its Young Executive Group (YEG) members. These vessels sailed to Singapore for the dual vessel naming ceremony which was held on the morning of 24 March 2015. In celebration of the SPO’s 40th anniversary, SPO partnered SSA to organise an exclusive guided tour for its members to visit these two newbuild vessels as it was a rare opportunity for two new vessels to be berthed in Singapore waters at the same time.

Participants included representatives from Maritime and Port Authority of Singapore, classification societies, legal associates, and shipbroking companies, amongst others. During the guided tour, the vessels’ Captains and their crew played host and showed participants around various facilities including the bridge, main deck and the engine room, and explained the key features and functionalities of each vessel. Participants also learnt about the key differences between a platform supply vessel and an anchor handling tug supply vessel as they interacted with their hosts. The programme concluded with some light refreshments in the Altus Logistics Board Room which offered a great view of both vessels. Special thanks to SPO’s Captain Irving Hounsell and his crew on board Pacific Goldfinch, and Captain Jope Raravula and his crew on board Pacific Centurion, for their warm hospitality and for making the vessel tour an interesting and educational experience.

DOROThy NgCORPORATE COMMUNICATIONS MANAGER,

SWIRE PACIFIC OFFSHORE OPERATIONS (PTE) LTD

swire Pacific Offshore’s newly named vessels, Pacific centurion and Pacific goldfinch, welcomed industry partners onboard

iNsiDE MARiTiME siNgAPORENational geographic channel, in partnership with the MPA & ssA,takes you behind the scenes of one of the busiest seaports in the world, to reveal how a vast maritime ecosystem keeps shipping trade, the lifeblood of the country, running without a hitch.

From port terminals to control centers; from rigs to shipyards — this is the story of how this maritime ecosystem keeps ticking amidst Asia’s energetic trade boom.

First telecast: Tuesday 30 June 2015, 7.00pm sg timesubsequent broadcasts: Thursday 2 July 2015, 9.00pm sg timesunday 5 July 2015, 1.25pm sg time

On Mio Tv channel 201 and starhub Tv channel 411and other National geographic channels in the region

The YEG members returned to the ever familiar and exclusive Penthouse at Pacific International Lines (Pte) Ltd for the YEG Lunar New Year ‘Lo-Hei’ dinner

on 3 March 2015. More than 60 young shipping executives gathered together for this traditional and well-received event.We look forward to your participation at our next Lunar New Year ‘Lo-Hei’ dinner in 2016 and the various YEG activities installed throughout the year!

Lunar New year ‘Lo-hei’ Dinner

24th Asian shipowners’ Forum held in Jeju island, Korea

One Asia was the theme of the 24th Asian Shipowners’ Forum (ASF) which was held in scenic Jeju Island, South Korea from 18-20 May 2015.

Mr Youn-Jae Lee, Chairman of the Korea Shipowners’ Association (KSA) and the 24th ASF Chairman chose the theme to inspire stronger collaboration amongst its member associations, to showcase to the international community the pivotal role in which Asia plays in global shipping and world economy. This was the fourth time which KSA was hosting the Forum, to possibly one of the largest contingents to date. Over 260 delegates from 15 countries in the region participated. During the meetings, delegates addressed a wide range of issues. At the top of the agenda were Piracy and Armed Robbery, Monitoring, Reporting and Verification of Greenhouse Gas Emissions from Ships, Refugees and Migrants, Ship Recycling, amongst others. The press statement issued by the ASF can be found here: http://asianshipowners.org/pdfs/news/2015/18-20%20May%202015.pdf SSA President, Mr Patrick Phoon, who is also the Chairman of the ASF Safe Navigation and Environment Committee, led a 24-member delegation from SSA.

19461819 1963 1964 1965 1966 1967

196919711973

1979

Our Story Begins

And Our Story Continues...

1984 19881987 1990

199119921994199620002005

2006 20092007 2013 2014 2015

1997

1982

1972

SEPTEMBER 1963

Singaporebecomes a partof Malaysia.

AUGUST 1965

Singapore’s separationfrom Malaysia.

Singapore gains independence.

Decision to build itsfirst container terminal.Lengthy discussionswith the WorldBank ensued.

The Free Trade Zone Act is implemented,establishing 2 Free Trade Zones,comprising the port authority areas ofTelok Ayer Basin and Jurong Port.

Port Officers’ Union(POU) is formed.

Singapore Port Workers Union (SPWU) is formed.

Modern Singapore founded and set upas an entrepÔt.

The PSA takes over the British Naval Base at Sembawang after the British ended their military presence in Singapore and Sembawang Wharves is established.

PSA launches the online Container HandlingInformation System (CHIS), which was thepredecessor to the Computer IntegratedTerminal Operations System or CITOS®.

Annual throughput hits10 MILLION TEU.

PSA establishes first overseas port projectin Dalian, China.

Pasir Panjang Terminalofficially opens.

PSA Singapore Terminals achieves 20 MILLION TEU in a year.

The Port of Singapore has humble beginnings as a small entrepôt strategically located at the crossroads of the east-west maritime trade routes.

It has not only grown into a world-leading port and transhipment hub, but also a thriving International Maritime Centre.

Indeed, its success “is the result of toil and determination, and of the collective effort and ingenuity of many men and women to turn geography into advantage,” wrote Singapore’s former Prime Minister Goh Chok Tong.

PSA has come a long way growing alongside Singapore in the past 50 years. We value the continued confidence and unwavering support of our customers and business partners in choosing PSA as their choice port of call.

We take a look back at the various milestones that have made us what we are today.

EMMA MAERSK, with a declared capacity of 11,000 TEU, makes her first Asian call atPasir Panjang Terminal.

Pasir Panjang Automobile Terminal (PPAT)begins operations.

Announcement tomove to Tuas.

PSA Singapore Terminalsis the first port in the world tocross 500 MILLION TEUmark for container handling.

Official opening of Pasir Panjang TerminalPhases 3 & 4.

PSA implements the Vessel Information System for the shipping community to obtain instant information on their vessels in port as well as the Stowage Planning System, which cuts down ship-planning time and closing time to receive export containers from 24 hours to 8 hours.

5.2 MILLION TEU- Singapore becomes the world’s busiest container port.

Introduction of PORTNET®.

PORTNET® is the world’s first nation-wide business to business (B2B) port community solution. Implementation of CITOS®

Completion of East Lagoon (today’s Tanjong Pagar Terminal) - Asia’s first fully-equipped container berth.

Annual throughput at Tanjong Pagar Terminal reaches1 MILLION TEU.

Singapore overtakes Rotterdam and becomes the world’s busiest port by shipping tonnage.

Port of Singapore Authority is formedas a statutory board.

23RD JUNEThe first container ship,M.V. Nihon, arrives at Tanjong Pagar Terminal from Rotterdam.

Widening and

dredging of Tanjong

Pagar Terminal to enable

simultaneous departure and

arrival of container ships.

Keppel Terminal starts operations.Brani Terminal opens.

PSA implements the

flow-through gate

system that clears

trucks and containers

at the entry & exit gates

within 25 seconds.

PSA corporatised

and is renamed

PSA Corporation Ltd.

2012

PSA celebrates 40 yearsof containerisation and

15 years of corporatisation.

PSA Singapore Terminalsachieves 30 MILLION TEU

by the end of the year.

PSA announces the development of Pasir Panjang Terminal Phases 3 & 4 which will be fully operational by 2017.

Singapore’s raison d’etre was its port. Singapore must strive to remain a major hub port.

Minister Mentor, Mr Lee Kuan Yew,at the inaugural

Singapore Maritime Lecture

ISSuE45

14 15

FEATuREs

WAVES

The prominence of the port of Singapore due to its geographical location and free port status from early on has been well-documented and has a long history but the

biggest turning point came with the advent of containerization in the early 1970s. Like many other key moments in Singapore’s history, the decision to construct the first container terminal in the late 1960s was a bold one and pushed through against all odds by the nation’s main economic architect, Goh Keng Swee. In the first few years after Singapore’s independence the port system was little changed from what the British colonial leaders had put in place many years before. Before 1964, the port facilities consisted of just about 5km of wharves and 160,000 sqm of transit sheds and warehouses at Telok Ayer and Keppel Harbour, a fraction of what makes up PSA’s terminals today. These came under the then-Singapore Harbour Board and the freight handled was still mainly traditional break-bulk general cargo, as well as some volumes from the commodities trade. With the first container line being established only in the mid to late 1950s the concept of containerized cargo was still in its infancy at the time. In 1964, the Port of Singapore Authority, which was to later become PSA after corporatization in 1997, was established to replace the Singapore Harbour Board. In 1971, the British Navy’s Stores Basin at its former naval base at Sembawang was handed over to PSA, enabling the establishment of the Sembawang Wharves.

viNcENT wEECOLUMNIST

PilotingSingapore’ssuccessagainstallodds

In 1972, the Tanjong Pagar Terminal was opened with a single container berth and became Southeast Asia’s first container port, taking its first container ship call on June 23. Later in 1974, the Pasir Panjang Wharves were set up. But the decision to construct the first container terminal and place bets on the then very nascent containerization trend was a big gamble. Without the boldness, courage and wisdom of pioneering leaders such as Dr Goh, Howe Yoon Chong, who would serve as PSA chairman for many years, and long-serving chief economic adviser to the Singapore government Albert Winsemius.

Archival interviews recount how Dr Winsemius managed to convince Dr Goh to push for the containerization of the port. “So being in Singapore, I think at that time Dr Goh was once more Minister for Finance or in his capacity of Deputy Prime Minister and indeed I thought I need a pusher; I need really a pusher. So I went to Dr Goh, said ‘Look here, that are my figures on the North Atlantic container-run. And it is going to happen here. I can guarantee you that. I can’t get them moving. And the World Bank is against it. They consider it too early. There is only one way, with the same figures, you and I go to the Harbour Board, to PSA, and in principle you tell them that you would consider it unwise to put it off. Even if there is a chance, let’s say half a year that container port is lying idle, using interest and doing nothing, Singapore has to be the first one as to attract it. “And you should tell them, in my opinion, at least give them very clearly the impression if they do not come with a plan to rapidly make a container port that you will continue to have them by the planners. On the other hand, if they do come with it, in as far as co-operation from Finance or even the Cabinet would be needed, that you will give them that protection.” “So Dr Goh practically dictated them to build that container port regardless of the World Bank,” De Winsemius concluded. Fortunately, the gamble paid off and container volumes rose rapidly from just over 24,000 TEU in 1972 to hitting the million mark in 1982. From then on with the container industry firmly established, the growth in container throughput handled by Tanjong Pagar Terminal took off on a sharp trajectory. Within four years from 1982 to 1986, throughput doubled to 2 million TEU. The next jump of a million TEU came within two years in 1988 and then just a year later in 1989, it reached 4 million TEU. Rapid growth continued and Singapore held the title of top container port for the first time in 1990. It is now second to Shanghai and last year, it handled 33.9 million TEU. To keep up with the growth in throughput, new container berths have been built almost every other year since 1980. The foresight and leadership to guide the proper development of the port can be credited to Mr Howe, and his successor Lim Kim San who also gave tremendous direction for the years ahead.

Archival interviews illustrate how Mr Howe saw very quickly that the pace of container traffic growth would outstrip the available land at Singapore’s first container terminal in Tanjong Pagar and began pushing the idea of moving the container port away from the city area towards the West coast. This led to the development of the massive Pasir Panjang Terminals and will ultimately in the future result in even further Westward movement to Tuas. Dr Goh was also behind the development of Singapore’s industrial heartland of Jurong and Jurong Port which serves many of the industries here. This port was created in late 1965 as a general and bulk cargo port, in one of the first examples of the tight bonds between the government and the maritime community that has helped it and the nation to develop. Jurong’s coastline provided a natural deep harbour which allowed Jurong Port to be set up in addition to the terminals at Keppel Harbour in the south of Singapore. Jurong Port has since expanded to serve as Singapore’s main general and bulk cargo gateway. Their multi-purpose port operating expertise includes efficient handling of general, bulk and containerised cargo, management of an offshore marine centre in Tuas, and operations of lighter terminals. Besides Singapore, Jurong Port is involved in operations in China’s Rizhao, Shandong province and Yangpu on Hainan Island as well as in Jakarta and Lamongan in Indonesia. In 2014, more than 31 million tons of general and bulk cargo, and about 600,000 TEU were handled at Jurong Port’s facilities in Singapore and overseas. Sound policy choices were also pivotal in the development of the maritime industry. For example, creating free trade zones in 1969 in Singapore’s waters paired Singapore’s natural advantage of a deep harbour with good governance and laid the foundation for the transshipment trade that would form the cornerstone of the port’s future success. In addition to its free port status, which was the basis of its existence throughout the 19th and much of the 20th centuries as well, and its acknowledged good geographical location at the crossroads of the East and West, other developments were also important to the development of Singapore’s port. The arrival of the first steamships in Singapore from the mid-1840s onward, the abolition of the British East India Company, and the founding of the Straits Settlements in 1867, and the opening of the Suez Canal in 1869 saw Singapore

Arrival of the first containership to Singapore, M.V. Nihon

Jurong Port

16

FEATuREs

WAVES

emerging as an important port of call between India and West Asia in general and the Far East as global trade favoured the Straits of Malacca over the other entry point to the region, the Sunda Strait. PSA now manages seven container terminals in Singapore. It is designed to operate a total of 57 berths at its terminals located in Tanjong Pagar, Keppel, Brani and Pasir Panjang, with the latter boasting berths with up to 18 metres draft and quay cranes able to reach across 24 rows of containers to accommodate the latest generation of mega-boxships. PSA is constantly working to anticipate future demand and has already accelerated the expansion of Pasir Panjang Terminal. With the latest phases of expansion becoming fully operational by the end of 2017, the new terminals will be expected to handle 15 million containers, bringing Singapore’s total handling capacity to 50 million TEU a year. And looking even further ahead, all the terminals will progressively move to a megaport in Tuas starting from the

next decade. With the consolidation at Tuas port and when it is fully operational, Singapore Port should be able to handle up to 65 million TEU a year. “PSA is working closely with the government on the development of the future Tuas Port. With a designed capacity of 65 million TEU, this new mega container port will ensure we are future-ready, and are better positioned to serve our customers’ needs for decades to come,” said PSA International’s Regional CEO for Southeast Asia Tan Puay Hin. He added that since 2011, PSA has been collaborating with the Maritime and Port Authority of Singapore (MPA) under the Port Technology Research and Development Programme to research and develop next-generation technologies for Singapore’s future container terminals. These include automation systems, intelligent planning and control systems, and environmentally-sustainable solutions. “As the world’s busiest transhipment hub, we endeavour to provide our customers with the appropriate solutions to manage the growing complexity of their business needs. Since 2012, a working group spearheaded by the Singapore Shipping Association (SSA) and PSA has focused on streamlining transhipment and import/export processes in the Port of Singapore, and enhancing current operating procedures to raise productivity, efficiency and reliability. The group is now preparing for the next generation of PSA’s PORTNET® port community solution to stay ahead of dynamic business realities,” Mr Tan concluded.

PSA Singapore Terminals

Official opening of Phase 3 and 4 expansion of Pasir Panjang Terminal by Prime Minister Lee Hsien Loong on 23 June 2015 (Left to Right) TAN Puay Hin, Regional CEO Southeast Asia, PSA International; TAN Chong Meng, Group CEO, PSA International; Ms Grace FU, Minister, Prime Minister’s Office; LEE Hsien Loong, Prime Minister of Singapore; FOCK Siew Wah, Group Chairman, PSA International; Mrs Josephine TEO, Senior Minister of State for Finance and Transport; Lucien WONG, Chairman, Maritime and Port Authority of Singapore; KUA Hong Pak, Board Director, PSA International; Andrew TAN, Chief Executive, Maritime and Port Authority of Singapore.

Artist impression of Tuas Port

ISSuE46

MEMbER EvENTs

yEG members were invited to an exclusive to YEG networking event hosted by the Baltic and International Maritime Council (BIMCO) and the Company Security

Officer Alliance (CSOA) on 27 February 2015 at Conrad Centennial Singapore. More than 50 YEG members turned up for the informal networking drinks reception. Attendees were introduced to the representative from CSOA and received updates on the new, upcoming and updated shipping contracts from BIMCO.

yEg Networking Event by biMcO and csOA

in the spirit of the Lunar New Year festivities, 17 YEG members spent the afternoon of 2 March 2015, at the Ju Eng Home for Senior Citizens, to spread festive joy and cheer to

the old folks. Prior to the visit, YEG Committee member Ms. Sue Ann Gan, together with her colleagues from Norton Rose Fulbright (Asia) LLP, prepared some goody bags (comprising of oranges, biscuits and instant beverages) for the residents. The volunteers interacted with the residents over music, games and an afternoon snack of festive treats like pineapple tarts. At the end of the session, the YEG volunteers were given the opportunity to be introduced to the oldest resident – Mdm Wong who is 104 years old, and youngest resident – Brandon who is 18 years old and have been living in Ju Eng Home since he was 3 years old.visit to Ju Eng home

John Sze, Deputy Managing Partner of Joseph Tan Jude Benny LLP, facilitated a discussion on the limitation regime, recent case law development and the possible

adoption of the 1999 Protocol in Singapore. Titled - ‘Liability and the Limitation Convention - Possibilities and... Pandemonium’, close to 25 YEG members attended the talk held on 31 March 2015 at JTJB’s office. The facilitation was well-received among the attendees as they actively participated in the facilitation with the speaker.

yEg Educational & Networking session

willing hearts soup Kitchen The Association is a strong advocate of giving back to

society and through the SSA Young Executives Group, regular community outreach events are organized for

its members. To kick start our own celebration in conjunction with the 10th Singapore Maritime Week 2015, the YEG Committee organized a community outreach session for both SSA & YEG members to volunteer at the Willing Hearts Soup Kitchen. More than 60 SSA & YEG members, as well as their friends and family, signed up for the event which was held on 18 April 2015. Volunteers spent a meaningful Saturday morning helping out in the kitchen, to prepare, pack and deliver meals for the underprivileged in Singapore. The Association would like to sincerely thank all volunteers for your time and support in our outreach efforts!

“I saw that in this cosmopolitan, prosperous and fast–paced city of 5.47 million, there is alive a spirit of community. No contribution seemed too small; be it the modest gift of a packet of rice from a schoolboy or the contribution of rice- steaming machines the size of large refrigerators likely gifts from corporate benefactors with a keen sense of corporate social responsibility. Here very ordinary people come together, roll up their sleeves and just get on with doing their bit in the kitchen or on the delivery routes in the miracle of the preparation of 5,000 meal packs… every day. An African proverb says “If you want to run fast, run alone. If you want to run far, run together”. That Saturday morning, we ran together…’

Jason Wee (YEG volunteer), The Standard Club Asia Ltd

18 19

it took a human tragedy of catastrophic proportions to focus political – and public – minds on the humanitarian

crisis in the Mediterranean, as thousands of migrants and refugees risk their lives in overcrowded and unfit boats in their attempt to reach Europe. About 700 people were crammed onboard a 20-metre fishing boat which capsized 60 miles north of Libya, and fewer than 30 were saved. The bitter

irony was that the unstable boat capsized after the migrants rushed to one side, having seen the King Jacob, a 12,850 dwt general cargo ship, approaching to give assistance. This was the worst casualty (so far) involving boat migrants in the Mediterranean, said reports, and the

shocking events prompted European leaders to hold an emergency meeting to discuss the way forward. However, several weeks before the event, the shipping industry was already warning that the humanitarian crisis in the Mediterranean Sea was spiralling out of control. In advance of a high-level United Nations inter-agency meeting on the crisis hosted by the IMO in London at the beginning of March,

FELiciTy LANDONELABORATE COMMUNICATIONS LTD

Tragedy at sea and the burden on our seafarersRecordnumbersofrefugeesrescuedbymerchant

vesselsintheMediterranean

21

ThOughT LEADERshiP

According to the united Nations high commissioner for Refugees (uNhcR), at least 3,500 people lost their lives during 2014 attempting to cross the Mediterranean from North Africa. At least 1,000 more were lost in the early months of 2015

the International Chamber of Shipping (ICS) emphasised: “EU Member States must act urgently to prevent the loss of thousands more lives, as hundreds of thousands of migrants and refugees seek to escape to Europe in boats that are unfit for purpose and which are largely operated by people smugglers.” According to the United Nations High Commissioner for Refugees (UNHCR), at least 3,500 people lost their lives during 2014 attempting to cross the Mediterranean from North Africa. At least 1,000 more were lost in the early months of 2015, although that figure is likely to be a great deal higher.Meanwhile, the UNHCR also said that merchant ships saved around 40,000 people last year, in more than 1,000 rescues. Under the 1982 UN Convention on the Law of the Sea (UNCLOS), merchant ships are, of course, legally bound to rescue those in need at sea. But legal requirements aside, there can’t be many seafarers who would not do what they could to save another human from drowning. That is a longstanding maritime tradition, as the IMO points out. This, however, is placing an intolerable burden on commercial shipping, which has found itself in the front line of the migrant crisis and rescue operations. First, and most importantly, merchant ships are not designed, equipped, crewed or provisioned for large-scale rescue operations. With a merchant vessel’s high sides and limited manoeuvrability, the rescue of hundreds of migrants from small boats on the high seas is fraught with danger. An added factor, as Nautilus recently emphasised, is that many of the ships heading into the Mediterranean have been in the Middle East and come through high-risk piracy areas, so are equipped with kit to deter people from coming onboard. Today’s merchant ships have minimal crew numbers – and the accommodation, food supplies and lifesaving equipment on board match those small numbers. There is also the issue of a vessel’s safety certificate, which could be breached by taking on board more passengers than are legally allowed. Insurance is another area of concern. How, in any case, is a crew of 20 expected to care for several hundred traumatised, sick or injured survivors?

As BIMCO has pointed out, such rescues also risk the health, safety and security of the seafarers involved. Then there is the commercial aspect. Ships do not get any compensation for helping in rescues. They cannot recoup the additional costs or even fines or for arriving late at their next scheduled port of call. A vehicle carrier that helped in the search for survivors after the fishing boat tragedy off Libya was delayed in delivering its cargo to Pasajes, Spain, by more than 36 hours. In this chaotic, fragmented picture, there are the ‘front line’ countries that bear the burden of the constant flow of migrants. Italy and Sicily, Malta, Greece, Cyprus, Turkey and others are facing huge pressures on their coastguard and search & rescue operations and, subsequently, on their landside resources, as the migrants flowing in require food, shelter and healthcare. So where does all this bring us? The European Union’s Member States have agreed to triple the resources allocated to Operation Triton, which is conducted by Frontex, the EU’s border security agency. Triton was launched by the EU in November 2014 after Italy ended Operation Mare Nostrum. This latter

operation had been launched in 2013 as a proactive search and rescue project across 27,000 square miles of sea but had become too expensive for one country to fund, said Italy – it was said to be costing the Italian government €9 million a month. When launched, Operation Triton, under Italian control, was not a like-for-like replacement for Mare Nostrum

– its budget was €2.9 million a month and its focus was on border surveillance and protection. Earlier this year, ICS Secretary General Peter Hinchliffe warned: “The shipping industry’s concern is that, following the end of Mare Nostrum, other governments are increasingly relying on merchant ships to undertake more and more large- scale rescues.” The shipping industry welcomed the EU decision to triple the resources allocated to Triton, to €120 million for 2015-16, and also welcomed the commitment of the Member States to deploy additional operational means, including vessels and planes. However, what has not been done is to expand the geographical scope of Triton. Patrick Verhoeven, Secretary General of the European Community Shipowners’ Associations (ECSA) said: “The fact that Operation Triton remains within the mandate of Frontex, the EU border agency, raises serious questions about the extent to which these efforts will fully ensure the immediate prevention of further loss of life, which should be the absolute priority.” Mare Nostrum saved hundreds of thousands of lives in 2014; ECSA and other shipping bodies called for a similar EU-led search & rescue mission able to operate far from EU territorial waters, where most of the accidents involving migrants take place. They questioned whether Triton’s resources could respond quickly enough to reach areas near the Libyan coast, where most incidents tend to occur. “It seems that merchant ships, which are not best equipped to rescue hundreds of people at a time, will continue to be called upon frequently to respond to requests for assistance. A clear mandate for humanitarian rescue operations by EU States still appears to be outstanding,” said Peter Hinchliffe at the ICS. Conflict, violence and persecution persist in countries including Libya, Syria, the Palestinian territories, Somalia and Eritrea. The political upheavals in the region are driving thousands of people to take unbelievable risks in a desperate attempt to find a place of safety and security for themselves and their families. Migration is nothing new and, for seafarers, saving lives at sea is nothing new either. But coping with the fallout

20

ThOughT LEADERshiP

ISSuE46WAVES

22

of migration on this scale cannot be the responsibility of shipping. The burden should not be placed on commercial shipping and its crews to rescue migrants in distress. Migration is an issue for nations to resolve collectively. Perhaps a useful parallel could be drawn with the crisis of the Vietnamese boat people. Between 1975 and 1995, following the end of the Vietnam War, an estimated 800,000 refugees left South Vietnam by boat and eventually arrived safely in another country. Countless others did not survive their journeys in overcrowded, unsuitable boats – facing hardship, hunger, disease, storms and pirates. The peak of the flow in 1978 and 1979, with hundreds of thousands of Vietnamese boat people heading towards Malaysia, Indonesia, Thailand, the Philippines, Hong Kong and Singapore, caused a humanitarian crisis. It took an international conference to resolve the situation, with the Southeast Asian countries agreeing to admit people temporarily and nations around the world agreeing to help financially and to resettle the refugees in their countries. Between 1975 and 1979, nearly 5,000 Vietnamese refugees arrived in Singapore, on commercial ships that had rescued them in the open seas. They were housed temporarily in a refugee camp before being transported

on to other countries willing to accept them. The camp was not officially closed until 1996. This latest crisis needs to be tackled on several fronts. First, more state-funded resources for search & rescue operations are required in the Mediterranean. Second, concerted action needs to be taken to prevent people smugglers from using unsafe vessels to transport migrants. That, however, is a challenge in itself. The lawless situation in some of the nations involved makes it extremely difficult to prevent these boats from departing their shores. Third, ultimately the only way that the crisis can be eased is to deal with the complex root causes – in other words, a political solution must be found. “The EU in particular needs to provide refugees and migrants with alternative means of finding safety without risking their lives by crossing the Mediterranean in boats that are unseaworthy and operated by unscrupulous criminals,” said Peter Hinchliffe. “It is imperative to avoid the impression that a potentially fatal sea crossing in a tiny, overcrowded boat is the only realistic pathway to Europe.”In total, more than 200,000 migrants and refugees were rescued while trying to cross the Mediterranean last year (2014), including the 40,000 rescued by merchant ships. The UNHCR has

predicted that this number could double in 2015. The international maritime search & rescue system created through IMO instruments was not designed to handle the huge flows of migrants now being seen in the Mediterranean, said IMO Secretary General Koji Sekimizu. He called on governments and the international community to take coordinated action to safeguard migrants and manage the flow of migrants across borders ‘in ways that do not lead to them being exploited and taken to sea in unsafe craft’. Immediately after the King Jacob tragedy off Libya, he said: “In being compelled to embark on these unsafe vessels, migrants are effectively being put into extreme danger as soon as they leave shore,” he said. “The fact that migrants are drowning within sight of their would-be rescuers is testament to the dangers they face and every effort should be made to find safer, managed routes for migrants.” Meanwhile, seafarers will continue to bear a heavy burden in this ongoing disaster. Rescuing people in danger of drowning is a ‘legal and iron-clad duty for ship crews’, said Ralf Nagel, CEO of German Shipowners’ Association (VDR), but in the process, seafarers are ‘reaching their physical and mental limits’. “In the past several months, our member companies have rescued over 5,000 refugees in distress in the Mediterranean Sea. Merchant vessels are summoned by the Italian coast guard for rescue missions on a daily basis. In the process, our seafarers keep reaching their physical and mental limits. “Refugees drown time and again before their eyes or die on board due to exposure. Despite all preparations, merchant vessels are not equipped for rescue and medical treatment of several hundreds of refugees.” In their duty of rescue, seafarers do not draw any distinction with regard to the origin of the people in distress and what their objectives are, said Mr Nagel. “However, we expect the EU Member States to provide the maritime shipping sector with much stronger relief from this task than in the past. Moreover, we need political solutions fast in order to be able to manage the flow of refugees via the Mediterranean Sea as a whole.”

2524

In its second edition this year, the annual Singapore Maritime Institute (SMI) Seminar was held on the afternoon of 24 April 2015 in conjunction with the inaugural Singapore

Maritime Technology Conference (SMTC) during the Singapore Maritime Week (SMW). Following last year’s theme on port automation, this year’s Seminar continues with “Automation & Autonomy for Ships & Shipyards”. A total of eight industry experts were invited to share their perspective before they exchanged insights and opinions with the audience during panel discussions.

Automation & Autonomy for ShipyardsClassNK’s Mr Junichi Hirata commenced the Shipyard track with his perspective on how Information Technology can enhance shipyard productivity. He illustrated with a case example on how 3D laser scanning enabled easier retrofitting of a ballast water management system with a reduction in time and effort for planning and installation. From basic process optimisation and mechanisation to advanced computerisation of product life management, Mr Charlie Chan from Keppel Offshore & Marine Technology Centre shared that one of the key trends of shipyard technology is robotics. This enables shipyards to reduce their reliance on manual labour and eventually achieve a higher degree of autonomous operation of better quality and productivity. Likewise for Japanese shipyard Oshima Shipbuilding, high speed production of bulk carriers will require greater productivity in assembly and fabrication. Dr Youichi Nagao further added that automation is essential in the future as it will be more challenging to locate workers in Japan for manual tasks like milling, welding and blasting. Enterprises like IPG Photonics recognised the need for automation in shipyard applications and introduced high power welding with fiber lasers. From conventional merchant vessels to offshore vessels, Mr Michael Grupp expressed that companies are able to adapt with laser hybrid welding of large

and compact systems along with laser cladding for on-site repair and maintenance. “We’re not happy with enough, we need more,” said Mr Subrata Chanda of the Maritime Institute @ Ngee Ann Polytechnic (MI@NP) on the state of automation in shipyard application. In an attempt to transform shipyards into highly optimised factories, shipyards faces an uphill task against the global issue of skilled labour shortage. Dr Nakao opined that laborious activities like blasting and painting are some of the areas where automation would be needed. These tasks are currently the more labour dependent manual processes. Capt Tey Yoh Huat of the Centre of Maritime Studies at the National University of Singapore suggested a possibility to apply IPG Photonics’ laser technology in areas like computer numerical control (CNC) modelling. He also raised the thought of breakthrough applications like 3D-printing of large vessels in the future. “In your pursuit of automation and autonomy, how do you decide when to stop and when it is enough?” Mr Heng Chiang Gnee, Executive Director of SMI probed the panellists. “When we either run out of people or run out of money!” he quipped. Mr Chan and Mr Grupp further shared that cost effectiveness will be a key consideration and also added that quality is another consideration that cannot be directly measured by dollars and cents.

Automation & Autonomy for ShipsIn similar concerns over global shortage of skilled crew, Dr Alam Khorshed from DNV GL believed that advanced automation and remote operations will change business models in shipping. While such a view hints at an eventual redundancy of human crew, to embrace a fully autonomous era of shipping will require a new set of regulatory framework to ensure sustainability and safety. This was illustrated with DNV GL’s unmanned, zero-emission, short-sea vessel concept – ReVolt.

Internet of Things (IoT) of ship is another futuristic concept highlighted by Dr Hideyuki Ando from Monohakobi Technology Institute. He emphasised the need to enhance situation awareness capabilities in today’s autonomous systems with human factors in maritime domain knowledge. With a growing market for offshore high-speed vessels, Mr Yuri Krivtsov from Navis Engineering shared how advanced dynamic positioning systems can control and navigate high-speed lightweight vessels by optimising speed and position maintenance with precise algorithms. Where every minute counts for port calls in busy ports like Singapore and Rotterdam, Mr Wouter van Reenen from Mampaey Offshore Industries believes that a new generation of mooring will reduce delays and improve cycle time. Without the need for deck crew for mooring operations, this increases productivity and reduces crew injury risk. In addition to vessel dimensions and dynamics, auto-mooring systems like Mampaey Offshore’s DOCKLOCK compensates and adapts to motion dynamics from environmental forces with its in-house Environmental Force Frame Analysis (EFFA). Panellists shared their insights towards the concept of “Future Ship” as Capt. Gopala Krishnan of the Maritime Institute @ Singapore Polytechnic (MI@SP) commented that human interface is a key factor towards fully autonomous ships. “If the human-machine interface is not present, I think more mishaps are going to happen”, Dr Khorshed concurred with the importance of human factors in autonomous systems.

Dr Ando shared that shore expertise provided in a ship-shore remote operation system may address the dimension of human element towards fully-automated ships. Before fully-autonomous ships becomes a common reality, the intermediate phase of automation will be useful towards activities like night watch duties. Mr Krivtsov opined that the only issue for remote controlling of vessels is the presence of automation systems with faster and more reliable communication between ship and shore. Mr van Reenen felt that dynamic positioning could be useful towards auto-mooring for a zero-man operation. He also highlighted the importance of considering environmental forces that are unique in different ports and waters. “All you need is to migrate the technologies from shore to sea”, Dr Khorshed expressed that technologies are available today but sea application is still taking time. “Automation can be expensive and this could be a problem”, Mr Krivtsov shared one of the reasons behind his observation of the shipping industry’s preference for a more conservative approach. “We cannot model everything with computers, thus fully automated ships may be technically feasible but not operationally possible at this point of time. It is however useful as an operation and decision support tool”, Dr Ando commented on the application of automation in today’s shipping industry. “A lesson learnt from the past incidents, automation may not be a certain blessing and could potentially be a curse”, Dr Khorshed concluded the session with a concern that also addresses an earlier query on the boundary of automation pursuit.

Opportunities Moving ForwardIn his closing remarks, Mr Heng commended the wide range of quality presentations in the field of automation and autonomy. He also shared that a planned thematic research grant call on Automation & Automation may be launched by SMI this year based on the research challenges and opportunities gathered from the Seminar proceedings. This mechanism will allow the industry and academia to collaborate and innovate in maritime automation and autonomy research projects.

FuTuRE READy

ISSuE46WAVES

26

NEw MEMbERs

ORDiNARy MEMbERs

AsEAN cableship operates cableships ASEAN Restorer and ASEAN Explorer to repair, maintain and install deep burial protection of submarine cables, including both telecommunication cables and composite power-fibre cables in the South-East Asian and Indian Ocean regions. We also operate a special deep burial barge ASEAN Protector to provide cable installation and deep burial protection services in shallow waters.

bTs Tankers Pte Ltd is a Singapore based tanker owner offering safe, reliable and flexibletransport solutions in South East Asia.With 40 years of experience in the region, BTS Tankers has built up long-term customerrelationships with major oil and chemical companies in Asia.BTS Tankers was formerly known by the names Petroships and Brostrom Tankers Singapore.

seatrek Trans Pte Ltd was incorporated in 1999 and the main activity of the Company is to offer ocean transportation of bulk materials worldwide for our pool of international clients. We have grown over the years and today are the proud Owners of two Crown 63 bulkers and have offices operating out of London, Bangkok and Seoul.

AssOciATE MEMbER

Aflex ships Equipment Pte Ltd was founded in 2003 & it is one of the subsidiaries under Aflex Holding. The company offers one stop solution for Marine Pumps, Equipment and Spare Parts to the maritime industries. To perceive customer’s needs and satisfaction; we listen, we identify & we commit their needs to deliver on-demand services in this fast paced industry.

The Secretariat is pleased to welcome our new staff who had come onboard in April 2015. They are Capt Ang Chin

Eng, Technical Director and Gena Lim, Executive Secretary. Together with the familiar team at the SSA Secretariat, comprising of: Michael Phoon, Marianne Choo, Elson Khoo, Quek Tsui Chiang, Siti Noraini, Lau Ying Wen, Juliana Lim, Kuna and Marissa Enriquez, we aim to serve you better! Contact us at Tel: 6305 2260 or Email: ssa.admin@ssa.org.sg

New staff at the secretariat

Capt Ang is a qualified Master Mariner and accountant with many years of maritime experience in academia and shipping operations. As the SSA’s Technical Director, his key roles will be to provide SSA with technical advisory support, to liaise with relevant industry bodies and government organisations on technical, legal and policy matters affecting the maritime industry, as well as to develop and provide relevant training in support of the objectives of SSA and its members.

capt Ang chin Eng Technical Director

Gena shares that “Exercise is not in my daily routine. Since joining SSA, I get my daily cardio and leg exercises from climbing up and down the office stairs repeatedly.” She also divulges that retail therapy is her way of releasing stress and shopping for shoes – her biggest weakness. A self professed dessert lover, she is one who will not say no to any dessert to end a meal!

gena LimExecutive secretary

27

Taught by Mr. Lam Chee Long, this course is designed to acquaint those working in the shipping industry with knowledge of marine insurance and how different aspects of marine insurance play a role in shipping. Find out more about our other courses available at http://www.ssa.org.sg/ssa/ssa-courses now!

TRAiNiNg cALENDAR | JuLy – sEPTEMbER 2015 Fees*cOuRsEs OPEN FOR REgisTRATiON

*Fees subject to prevailing GST. MCF Training Grant is available for eligible participants. MCF Training Grant is not available for the courses – “Understanding Import/Export Techniques and Documentation” and “Effective Written Communication in the Shipping Industry”. Please refer to www.mpa.gov.sg/mcf for more information. Dates may be subject to change. Register for the courses online at: http://www.ssa.org.sg/ssa/ssa-courses/registration-form and for further enquiries, please contact Kuna at Email: ssa.trg@ssa.org.sg or Tel: 6305 2267 for enquiries. For the full list of courses, please visit the SSA website.

course Title start Date End Date Duration ssA Members Non-ssA Members

Introduction to Shipping 06/07/15 06/07/15 1 Day $240.00 $360.00 21/09/15 21/09/15 (9.00am – 5.00pm)

Principles of Shipping Operations 11/08/15 22/09/15 13 Evenings $780.00 $1,170.0and Practices (6.30pm – 9.00pm) Principles of Shipping Documentation 04/08/15 15/09/15 13 Evenings $780.00 $1,17.00and Practices (6.30pm – 9.00pm) Intermediate Course on Shipping 14/07/15 30/07/15 6 Evenings $562.50 $843.75Documentation – Bills of Lading (6.30pm – 9.00pm) Principles of Shipbroking and Chartering 02/09/15 04/09/15 2.5 Days $600.00 $900.00 (2.00pm – 6.00pm) (9.00am – 6.00pm)

Marine Insurance 20/08/15 21/08/15 2 Days $450.00 $675.00 (9.00am – 5.30pm)

Effective Written Communication 23/09/15 25/09/15 3 Days $675.00 $1,012.50in the Shipping Industry (9.00am – 6.20pm)

Basic Course on the Code of Practice 15/07/15 15/07/15 1 Day $290.00 $410.00for Bunkering (SS600:2008) 19/08/15 19/08/15 (9.00am – 5.30pm) 16/09/15 16/09/15

Intermediate Course on the Code of 12/08/15 13/08/15 2 Days $825.00 $1,237.50Practice for Bunkering (SS600:2008 (8.45am – 6.15pm)Chapter 1 – for Cargo Officers) Maritime HR Management 08/07/15 09/07/15 2 Days $600.00 $900.00 (9.00am – 6.00pm)

Maritime Labour Convention 09/09/15 09/09/15 1 Day $360.00 $540.00 (8.30am – 5.30pm)

Executive Development Programme Marine insurance

28