For a half century, GTR Campbell has offered a turnkey ship creation service, applying a unique project- oriented philosophy that turns conflict of interest into mutual interest. New regulations may have changed a design's lifespan but not the series concept.
Today, Antony Prince is internationally recognized as the President of GTR Campbell Marine Consultants and successor to the legacy of the company founder, famed naval architect George Campbell. But 10 years ago. Prince was just a man with a plan and some mighty big shoes to fill.
Prince had been George Campbell's close friend and associate for over 20 years. In 1990. the aging Campbell turned the company over to his protege, cautioning that, for a consultancy, reputation was not easily transferred from one man to another.
Campbell was a gifted naval architect who put his stamp on the shipping industry by introducing series ship design in a mass-production shipbuilding program based in Japan. Between 1965 and 1989. 338 series built dry cargo ships were constructed to his plans, and under GTRC supervision, at IHI and licensees. Most were built on just two standard designs that became industry benchmarks: 172 copies of the 14.800 dwt Freedom and 80 of the 21.500 dwt Fortune, vessels that today's elder shipowners recall with great fondness.
"Built to a branded, standard design, a ship starts life with a commercial identity," says Prince. "Her characteristics are already known among charterers, potential crew and stevedores, so she starts out as a preferred carrier." But times have changed, he acknowledges and the series production concept must also change. "With the introduction of new bulk carrier requirements every few years, the marketing life of a single design is much shorter today than in the past." Campbell capitalized on a massive renewal in the Handysize sector, and history may be repeating itself for his successor. Some 45 percent of the 2.200 ships below 35,000 dwt are currently over 20 years old and face replacement or scrapping. With the sector disintegrating at the edges - small cargoes once carried in ships below 20,000 dwt now move mainly in containers, while the largest Handysize parcels are finding more effective carriage in Handymaxes - it is expected that the majority will not be replaced. But even if the sector shrinks by 80 percent, says Prince, it offers designers and builders a golden opportunity. He should know. A Handysize put him back in the game.
In 1994. Prince had yet to overcome the burden of legacy and prove to a skeptical industry that he could pick up where Campbell had left off. That year, he finished development of an advanced double-hull 29.000 dwt bulk carrier design he branded the Fantasy. When the Clipper Group and Dockendale Shipping signed a contract for five of the vessels to be built at China's Dalian Shipyard, the GTR Campbell name leapt back into the spotlight.
Hailed as "a maid of all work for the 21st century." the Fantasy design proved popular, spawning a 12-ship series over three years and refocusing the attention of a new generation of shipowners on the virtues of seriesbuilt ships. Since then, GTRC has produced some 45 ships in six series of its own design, five bulk carrier designs - the Fantasy, the 27,000 dwt Festiva and Fortune Mkll. the 32,500/34.300 dwt Valiant and the 51.000 dwt Galaxy - and the Fiesta RoPax ferry.
True, they are not the huge production runs once known as series ship construction. But to Prince. 12 seems to be the right number for a ship series these days. "I couldn't build a Fantasy class ship today if I wanted to." he says. "They are fine, competitive vessels accepted as preferred carriers, and the owners love them, but so many regulations have changed since 1998 as to render the design obsolete." With this in mind, he modified the series concept to fit shorter production runs. As always, each ship within a series is exactly like the others. Beyond that, the series, where possible, shares consistencies in such areas as layout and equipment selection, bringing a family identity to the whole clan.
"The benefit of series ships comes from the fact that most people prefer dealing with known quantities." says Prince. "When you build to a standard design without variation, you develop it into a trade name that imparts to each ship a clear identity, which is a very powerful business tool.
"We once heard from a charterer who had hired his first Fantasy," he explains. "He put three days in the charter for discharging cargo, because he had never chartered a 29,000 tonner that did it in less. The Fantasy finished in a day and a half. Now. one and a half days of stevedoring represents a huge savings in time and money, so he went down to the ship to see what was up. When he found the ship was so designed as to make this the normal turnaround time in port, he had one reaction: 'Next time I'll charter a Fantasy.' The Product is a Process GTRC produces its vessels through a highly idiosyncratic process that starts not with what the owners want, but with what the world needs. The principal players in the drama are Algoship Designers Ltd. and GTR Campbell Marine Consultants.
Algoship begins by identifying general commercial needs through market research and economic analyses.
In an exhaustive study, factors such as national economies, regional development and manufacturing, and trends in the sizes and types of bulk cargo movements are distilled into projections of marine transportation needs, from which a concept ship emerges.
That concept is then handed over to GTRC. which, in cooperation with an independent design studio, develops it into an initial design.
Next. Algoship finds a shipyard to build the vessel, and together they come up with an ideal sale price.
Algoship's goal, to offer a price that is both attractive to owners and profitable to the yard, requires a great deal of trust from the builder, because it means unreserved discussion of labor and material costs. As GTRC prides itself on producing high specification ships, robustly built to ABS SafeHull requirements, competitive costing calls for a very fine pencil.
Once that barrier is crossed and a price set. Algoship acts as broker, notifying prospective clients that such a ship is available, at what price, and at which yard.
GTRC then takes over as project supervisor, setting and policing the construction schedule with the yard planners. Tight project supervision, says Prince, is what makes it work.
The apparent conflict of interest is that Prince runs both organizations - Algoship being a one-man shop - and seems to end up changing sides, from owner to yard, at various points of the shipbuilding process.
"GTRC has operated under this philosophy for some 50 years." says Prince. "It has worked out well so far.
but can only thrive in an atmosphere of utmost trust.
We must be totally transparent, completely trusted by both parties. This is a very personal business, in which one individual builds strong relationships with shipowners, shipyards and classification." Relationships aside, the process can only work if the shipyard is convinced it can build the vessel at a profit.
The key to that conviction is precise costing, which can only be done on a finished design. So, before any agreement is signed, GTRC bears up front the costs of detailed analyses and design development, performing full trim and stability calculations, running SafeHull Phase B on the midship section, and refining the design through the work of model basins, design studios and other specialists.
With design complete. GTRC sits in on plan approval. "Presently, our design team is in Korea working out a new design branded the Trader, a 30,000 dwt ship to be built to ABS class on a 4+4 contract for Clipper." he says. "Later, our project managers will sit with ABS during plan approval, in order to respond promptly to comments. This can shorten the plan approval process considerably." With the design prepared, there is no room for owner extras, options or alterations - another key page from the Campbell playbook. "1 listen to all comments, and apply the same filters as for all design considerations: 'Does it enhance the safety of the ship, or address a safety issue we have not considered? Does it increase the earning capacity of the vessel? Does it reduce the operating cost of the vessel?' I rarely encounter a comment to a finished design that passes all three criteria." he says.
"The product we sell is a ship based on George Campbell's philosophy," he adds. "Part of that philosophy is to eliminate delays and cost overruns. So, while we don't discourage the owner from doing his own supervision, we do point out that our shipyard supervision, which has brought us such respect in China, is as important as our design work to meeting all the goals of the project." Tight process control and adherence to plan make it work, he says. "In effect, we create a team that is part shipowner, part shipyard, part GTRC and part ABS.
We go for robust construction, which is why we work with ABS class," says Prince, "and why we have used SafeHull on all our designs since the Fantasy in 1994.
The relationship between ABS and GTRC dates back to Mr. Campbell, who used to say he found ABS to be the most modern-thinking of all the class societies." Still Flying the Flag While holding true to his mentor's philosophy, Prince is not his copy. While no less tough in negotiation, Prince is seen in a more genial light than his famously gruff predecessor. He is also not as averse to publicity as Campbell, whose avoidance of attention has resulted in his near disappearance from the public record.
The size of the company has also changed with time.
Campbell's organization once reached over a hundred employees in half a dozen countries, with 50 in his Montreal design office alone. Today's GTRC is leaner, with a worldwide staff of 40 run from three main offices. Prince says this is the company's natural size.
As he prefers independence, he has no expansion plans in mind.
But he is expanding its design range. Campbell concentrated his efforts in the Handysize arena, in his day a market of huge potential. Today that potential is more diffuse, and Prince has left his comfort zone to pursue larger ship classes. GTRC now has a Handymax on the market, the 51,000-dwt Galaxy series, and is currently developing Panamax and Capesize concepts.
This article was written by Joe Evangelista for the Fall 2003 edition of the American Bureau of Shipping's (ABS) Surveyor Magazine. It is reprinted with permission.
in addition to others departing, arriving, or continuing to Chicago, the Atlantic coast or Mid- America. The company's Niagara Prince is the sole cruise vessel in America that can pass beneath Chicago's bridges - connecting the Great Lakes to the Mississippi and Mid-America. Known
Matson Navigation Company has promoted John C. Couch to senior vice president, Barrick L. Prince to vice president, and Merle Kelai to assistant vice president, sales, it was announced by J.P. Gray, president. Mr. Couch, a vice president since February 1978, will continue as Matson's area manager
Marine, Inc., a Trinity Industries company headquartered in New Orleans, has announced the delivery of the catcher/processor fishing boat Atlantic Prince (photo), built at its Moss Point, Miss., shipyard for Lund Fisheries. Warren Lund is the principal partner of the group that owns and operates
The Moss Point, Miss., yard of Halter Marine, a Trinity Industries company, recently launched the catcher/processor fishing vessel Atlantic Prince being constructed for Lund Fisheries of Cape May, N.J. The 150-foot boat had an extremely short engineering and building period— less than six months from
Earl ier this year, the Black Prince ot the Fred. Olsen Cruises Line shipping company docked into Dock 10 of Blohm + Voss Repair GmbH. The cruise liner was originally constructed in such a way that it was able to be employed on the one hand as a passenger liner and cargo ship, and on the other as a
. The three PRTs are deployed in Circle 302 on Reader Service Card Alyeska's Ship Escort Response Vessel System (SERVS), serving as tanker escorts in Prince William Sound. The mission of Alyeska/SERVS is to prevent oil spills by assisting tankers in safe navigation through Prince William Sound, and
lines themselves purchase everything from galley provisions to laundry services to water while in port. International passengers on the m/s Scotia Prince exceeded 170,000 passengers and 30,000 vehicles. International trade operations at Maine's busiest container port continue at the International
In the aftermath of the grounding of the Exxon Valdez and the ensuing oil spill in Prince William Sound, there has been considerable interest in resources available for pilot and deck officer training in such environmentally sensitive areas. In response to requests from TV and other news media
The Sea Prince, a 275,782-dwt tanker, was recently completed at Hitachi Zosen's Ariake Works. The 1,070-foot-long by 185.7-foot-wide very large crude carrier (VLCC) was christened and delivered to the owner, Seatruth Shipping Company S.A. The tanker is powered by an HZ MAN B&W 6S80MC type diesel
Adam Heller of the University of Texas at Austin. Using a glass dish filled with clear water, he poured on a layer of crude oil of the type that fouled Prince William Sound in Alaska three years ago. Next, he poured a few teaspoons of sand-like glass bubbles on the spill. The oil almost instantly combined wit
when both architect and designer were able to combine their skills to achieve a higher-than-usual level of comfort and safety occurred when residents of Prince of Wales Island commissioned their own car ferry. Prince of Wales Island, the third-largest island in the United States, was accessible only by
the Arrow” search for lost CF- globe, search and recovery organizations, scienti? c research, 105 Avro Arrow aircraft models in Lake Ontario off of Prince survey ? rms, commercial diving, as well as ? lm production Edward County. With one of Shark Marine’s Barracuda ROV companies. deployed from
vannah and other regional destinations, radial tires, LED lights, ABS brakes, at odds with an out? t like TRAC, whose from the Canadian Port of Prince Rupert a new way of trying to make sure that they have GPS on them ... In fact, our myriad service and hardware improve- Sound gave a compelling
........................................................................57 K&L Gates .....................................................................60 Prince Rupert Port ..........................................................13 Barcelona Graduate School of Economics ........................49 Kalmar
the maritime industry must ceive its entitlements to build. While I write this, I learned be pushed further, harder, quicker and at greater cost. that Prince Rupert announced the expansion of their facility But there is a risk in this boldness. An analysis prepared from 1.2 million TEU to 1.8 million TEU
this year, market share for San Pedro Bay and California ports gener- ally continues to slide, with other gateways capturing market share. Ports from Prince Rupert to Savannah all have their targets set on San Pedro Bay’s share of discretionary cargo. While San Pedro Bay grew 7% from 2006 to 2017, the
Guard elected to include a vague provision requir- grounding of the tanker Exxon Valdez ing plan holders to plan for such contingencies, but estab- in Prince William Sound. Among the lishing no criteria or targets. It wasn’t until late 2008 that many provisions in the voluminous bill detailed regulations
and CEO, Port of New Orleans ust one year ago, a delegation from the Cana- all six Class I railroads. In fact, Port NOLA today is the only dian port of Prince Rupert told a rapt audience U.S. port served by all six frst-class railroads. in Hong K ong that any port – or any cargo It is also no accident
sector at risk. Another variable involves the intermodal aspect of trade itself. For example and just one year ago, a delegation from the Canadian port of Prince Rupert told a rapt audience in Hong Kong that any port – or any cargo transport mode – is only as good as the mode that immedi- ately follows or precedes
Board, Presi- 2013 mile water link between railroad tracks at Ward tugs. dent and CEO following the passing of his father. Cove in Ketchikan, Alaska, and Prince Rupert, In January, Crowley christened its newest tanker, 1912 Florida. The 330,000-barrel vessel was immedi- British Columbia. To manage the growing
Coast ports, but its Canadian for constant improvement, whether it be on crane productiv- neighbors, located a stone’s throw to the north, as well. In Prince ity, gate turn times, dwell time, total transit time from Seattle- Rupert Sound, BC and beyond, Canadian ports have not been sit- Tacoma to Chicago
order for vessels 20 meters or longer to slow to a maximum of 10 knots in the western portion of the Gulf, which stretches from Quebec to north of Prince Edward Island. https://www.marinetechnology- news.com/news/canada-orders- (Photo: Jolinne Surrette / Fisheries and Oceans Canada) ships-reduce-551361 2017
also part ing conditions pilots face when passing Capt. Perry. the cruise ship must stay on schedule. of the POSMS. “It’s essential to man- through the Prince of Wales Channel in Reef pilots can be challenged by myr- And, of course, all aspects of the voyage age rest during the passage sections so 30
chain. And if they can do to Cleveland where one of my wife’s during our recent elections to get the More signi? cant was what they did not it up in Prince Rupert Sound, so too can family members spoke excitedly of ‘skinny’ on what it takes to run a real in- talk about. There was no in? ghting about
. More escort tug speci? cally designed for the sometimes challeng- recently, ECO also won a long term contract in Alaska. ing weather conditions in the Prince William Sound. The ECO is taking over the ship escort-response duties out of contract has been handled by Damen’s new Area Support Valdez, Prince
. Its routes extend some 3,500 miles, linking commu- Department of Transportation received bids in September nities north through the Kenai Peninsula and Prince Wil- liam Sound and then west along the Aleutians to Dutch to construct three new doubled ended “Ollis” class ferries, Harbor. In 2015, its passenger
Viking Energy delivered from the Kleven Verft in Nor- out of the equation.” He highlighted a building program way’s west coast. The latest vessel, Viking Prince, delivered of three boats (with the RAstar design) being built at Astil- in 2014; these boats are also deploying dual fuel engines leros Gondan,
. More recently, ECO has won a contract in Alaska. ECO is taking over the ship escort- Aitana B: Power & Versatility response duties out of Valdez, Prince William In April 2016 Zumaia Offshore, S.L., a work- Sound, from July 2018, for which it will require boat owner and operator based in the Basque
Vessel System (SERVS) contract with the Alyeska Pipeline Service Company. The tugs will provide tanker escort and spill re- sponse services in Prince William Sound. The Tow Pin unit has the capacity to sustain 250 tons of line tension and features three individu- ally raised and lowered towing
................................................................26 GulfMark ..................................................................45, 46 Port-au-Prince, Haiti ..................................................59, 61 American University ........................................................20 Hanjin
Port-Au-Prince, Haiti could make money using Octopi, charging other stakeholders lows customers – operations and c-suite personnel alike – to for access. That’s a client decision, though.” make data-driven decisions. Secondly, Octopi is designed to be user-friendly. Finally, a lot of the smaller to
TECHNOLOGY “We saw an opportunity in this market and built this application for termi- nal operators. Our ? rst customer came in October 2015 in Port Au Prince, Haiti, with a terminal operator named IMT. They do about 65,000 TEU’s and it was quite a success story. We improved their productivity by about
with Caribbean Port Services (CPS), which manages all the also had to do with pricing and the amount of effort involved terminals at the port of Port-Au-Prince, Haiti. With that con- with implementing the system. And, they wanted to be live; tract, about 85 percent of all containerized cargo going to Hai-
, “The Hanjin Scarlet and the tea leaves in the months preceding the collapse, telling Mari- Hanjin Vienna were arrested in Canadian waters, at Prince time Logistics Professional, “In July and August, Hanjin was Rupert and Vancouver respectively, in early September. The very aggressive in trying
speci? cally designed for the mooring assistance and escort tugs. sometimes challenging weather condi- These will be deployed on two major tions in the Prince William Sound. maritime projects for which ECO has Future operations from the new recently won contracts, based in part tugs in this environmentally-sens