The following article refers to ClassNK’s partnership with German owner Oldendorff and highlights the important role that the Japanese classification society has in company’s bunker fleet expansion.
1. In order to support its expanded operation in the region, in 2014 ClassNK appointed a head office manager from the Japanese Survey Department in Germany to expedite decision making. From a ship owner perspective, what are the benefits of this enhanced presence of Class in Germany?
It was certainly the right decision for ClassNK to appoint a head office manager in Germany. Oldendorff Carriers has an excellent working relationship with Mr. Miura in Hamburg. The benefit of his presence in Germany has been a very quick response time, he normally can answer questions immediately, when he needs to consult with ClassNK Head Office, we normally get a response within 24 hours. His responses are clear and straight forward and we have no complaints with the service provided.
2. How many and what type of vessels operated by your company are registered with ClassNK?
ClassNK is the largest registry for owned vessels in the Oldendorff Carriers fleet; we currently have 20 vessels with ClassNK. We have; 10 handysize vessels, 4 capesize vessels, 4 self-unloading vessels and 2 panamax vessels with ClassNK.
3. Teamwork is your culture and you pride yourselves on a ‘bottom-up’ management approach. Can you tell us how this has improved your team’s capabilities and crew retention?
Teamwork is a theme that defines how we work across the company, there is a great deal of communication and support between people and offices. Our “bottom-up” management means that our employees are empowered to make their own decisions, learn from their mistakes and assume “ownership” of their business. At Oldendorff, authority is delegated to an extraordinary extent.
Our crew retention includes a number of areas including; a multinational crew concept, having quality assets, a strong safety and security culture, social events aboard, and with a growing fleet, many opportunities for promotion.
4. At the end of June, Oldendorff turned to Oshima Shipbuilding (Japan) with an order for a 62,000-dwt “super eco” bulker scheduled for delivery in 2020. How important is the Japanese-built tonnage for your company and what role does ClassNK play in your bulker fleet expansion?
Recently, we were able to sign our first newbuilding contract with the prestigious Japanese bulker specialist Oshima Shipbuilding. The new super-eco Ultramax will be delivered in 2020 under the name of “Beate Oldendorff”. Oshima’s latest super-eco 62,100 tdw design includes many fuel saving features which is very important for Oldendorff Carriers. We are very pleased to add this vessel to our vessels registered with ClassNK and work with them on the newbuilding and post delivery.
5. Since 2013 Oldendorff has placed orders for 50 ‘eco’ newbuildings which by 2017 will make up 90% of the capacity of your fleet. Can you expand on the design and solutions used to increase the performance and efficiency of these vessels?
Oldendorff has taken an active role in the design of vessels in our newbuilding program, particularly with regard to fuel saving and environmental features. We have chosen main engines and auxiliaries which are environmentally friendly; we have optimized the hull form working with leading companies on computational fluid dynamics. We have added additional fuel saving devices such as a Becker mewis duct, with a boss cap fin, or rudder bulb. These devices provide additional fuel savings and reduce greenhouse gasses.
6. You worked closely with MARIC to develop the most economical Newcastlemax hull forms. Can you tell us more about this partnership and how you achieved the most environmentally friendly Newcastlemaxes afloat?
Together with MARIC in China, we developed a Newcastlemax design which is optimized for our trades. We worked with a German company SVA in Potsdam to develop the most economical hull lines which were thoroughly tank tested and proven. After determining the best hull form we fitted the tank test model with different fuel saving devices to find the optimal design. We also tested different propeller designs to optimize the efficiency for our operating profile at laden and ballast drafts.
Parallel to the propeller development we selected the best main engine considering SMCR power, rpm and tuning mode. All of the steps taken to optimize the performance of the vessel showed that a reduction of fuel consumption of about 10 % compared to the initial standard Newcastlemax design was achievable.
7. What are your plans for the future of the company? And what sector do you see your business expanding into?
Oldendorff Carriers is focused in the dry cargo shipping segment. Additionally, we offer our clients the possibility to transship cargo in deep water to take advantage of economies of scale using larger vessels. We are active in all segments of drybulk shipping from handysize to capesize.
8. Oldendorff is one of the partners of the ClassNK Joint Industry R&D Project for Bulk Carrier Safety ‘LiquefAction’. What are the latest results of the project and what are the main benefits of this research for the dry bulk sector?
Safety is the most important aspect of our operations. Oldendorff Carriers is pleased to be a partner with ClassNK in the Joint Industry R&D Project for Bulk Carrier Safety ‘LiquefAction’. We are anxiously awaiting the results of the latest modeling and lab test results which will be presented next month. The main benefits for the bulk sector include getting a better understanding of what happens in the closed holds, what we can do to minimize the impact if liquefaction occurs, and what we can do to prevent liquefaction in the first place. The aim is to avoid more casualties due to cargo liquefaction.
9. How much do you invest in R&D and can you name any other projects you are currently involved in?
Our R&D is project specific so it is difficult to quantify an investment budget. We are always looking for good investment opportunities and projects.
We are currently involved in replacing one of our transshipment vessels in the Arabian Gulf. We plan to transfer all the unloading equipment on deck including; 3 large MPG side-mounted cranes, hoppers and conveyor belts, and unloading booms. The equipment will be taken off the “E. Oldendorff” and fitted to our “Tete Oldendorff”.
The views presented hereabove are only those of the author and not necessarily those of GREEN4SEA and are for information sharing and discussion purposes only.
