Page 32: of Maritime Reporter Magazine (June 2015)

The 2015 The 2015

YearbookYearbook

Photo: HHI “I remain very concerned about ships getting bigger.

The insurance industry estimates that if one of these 20,000 TEU ships gets into a serious accident, the likely salvage operation would last a year, and incur a billion dollar liability.” out there and the scale of investment re- these ships go? They can’t simply call at coming into effect during those years. The shipbuilding sector is going quired is truly major league! any niche port of their choice; all these We have come a long way since then in through its own pains and agonies. 2014 big ships are going to congregate in the every which way I can think—be that was not a good year overall. Many own-

When we spoke previous- same ports—share the same restricted the way the ships are constructed today ers have cut back on their newbuilding ly, you ? oated the notion waters, and transit the same channels. or the myriad environmental regulations plans, especially the owners of dry bulk that there should be a

This means more close quarters situa- we comply with. The use of low-sulfur carriers. China is emerging as the world cap on the limit of the tions. Even though the industry is more fuel, the impressive gains made in low- leader in this market thanks to strong size of ships. Obvious- safety conscious today and we provide a ering CO2 emissions, the introduction of government support although many of ly, bigger ships present far superior education than ever before, ballast water treatment systems, the use its yards are in various stages of dif? - a host of new challenges, the number of ships are also going up in of LNG as a propellant--looking back culty. There will be continued consolida- particularly on the sal- addition to their size. I have known the 40 years ago, I could not have possibly tion of the Chinese yards and they will vage and recovery side of sea for too long—it is not a very forgiv- imagined these paradigm shifts in how slowly make an entry into building the the business, which must ing place when something goes wrong. we operate commercial ships today. My more sophisticated ships such as LNG invest in new technolo- only disappointment…if only the world carriers. They are certainly aggressive gies to be able to effec- could come to a consensus on environ- with their promotional policies for ship- tively help one of these The Environment. Can you mental standards…it will be a lot easier building, and the entire scenario involv- behemoths in peril. When put in perspective ini- to march to one tune, and the industry ing the Valemax bulk carriers is a classic you look at the rapidly tiatives in the maritime could deliver even more! case study of successfully leveraging na- escalating size of ships, sector as compared to any other time period of your tional political and economic interests. what do you think?

career.

And the likelihood of

Shipbuilding has become a highly spe-

You raise a very good point. I remain I am so proud to be part of this indus- that ever happening is … cialized sector now. LNG ships worth very concerned about ships getting big- try in terms of all the great things we Highly unlikely!

almost $15 billion were ordered in 2014, ger and bigger. The insurance industry have accomplished environmentally. My almost twice as much as what was spent estimates that if one of these 20,000 af? liation with shipping began in the late

Concluding on the inter- on the next highest—$7.8 billion on

TEU ships gets into a serious accident, 1970s as a deck cadet, and the difference national side, where do

Capesize bulk carriers. It is believed the likely salvage operation would last a today from those years is like night and you see strength and bal- that many of these LNG ships will be year, and incur a billion dollar liability. day. The MARPOL regulations were just ance in shipbuilding?

employed in carrying U.S. exports to

The other thing to consider: Where will 32 Maritime Reporter & Engineering News • JUNE 2015

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