Editorial:
The best vessels in the world

Perhaps we should try harder to preserve a strong shipbuilding industry in Northern Europe. Otherwise, there is a danger in the long run that we may not be operating the best ships in the world anymore.

Acquiring a new vessel is always a big step to take, irrespective of whether it is a 30 year-old coaster or a brand new ro-pax ferry. For a small entrepreneur with one boat, replacement of an old vessel with one that is a little younger, and better, is as important as the delivery of a newbuilding for a large company. For every shipowner, success depends on having the right tools.
    In many respects, the Nordic countries have been forerunners in shipping. The Norwegians have a mighty merchant fleet which operates all around the world. Denmark has a large fleet too, even though the scene is being dominated by a few very large organisations. Sweden is coming on strongly, and one of many successful Swedish specialities is product carriers in the short sea trade. In Finland, including Åland, know-how regarding ferry traffic is quite apparent, and there is also expertise in all types of operations concerned with winter navigation.
An important factor behind the success of the Nordic shipowners is their excellent ships. The owners are not only innovative in operating vessels – but also in designing them. Their success can be compared with that of a leading Formula 1 racing team. In the same way as the interaction between the F1-world champion Michael Schumacher and his engineers has enabled Ferrari to build the best F1-racing car in the world, the dialogue between the Nordic owners and their shipbuilders has enabled them to build the best vessels. This development started even before the war. The shipyards, in Sweden especially, delivered advanced and efficient cargo liners and tankers that were products of interaction between shipowners and shipbuilders. The Nordic shipowners were part of a team.
    This tradition has even survived the global crisis within shipbuilding. Although very few vessels are being built in the Nordic countries for Nordic owners, they are still designed mainly by Nordic engineers. For example, the Swedish product tankers from China are still designed in Sweden. The know-how that has accumulated within Nordic shipping is one of our most valuable assets. Without this knowledge, it is hard to design successful vessels.
    Another example: many of the innovations originally introduced in the cruise ferries sailing between Finland, Åland and Sweden are now standard on large cruise vessels in the Caribbean. The shipbuilders have learned from their customers, and together they have created a winning concept which may be adapted to other types of vessels.
    Today, ship itself is in the spotlight. We no longer accept that rust buckets can be allowed to sail close to our shorelines, endangering our unique marine environment. Quality tonnage is being demanded by more and more charterers. This is also a question of image. In today’s world, public opinion is more powerful than ever.
    Today, it may be cheap to build a vessel in China – but tomorrow the lowest tender may come from another country. The large distances involved mean that there is always a risk that the close interaction between owner and shipbuilder will die away. In order to maintain a leading role in shipping, we must not lose our know-how in designing successful ships. It is of utmost importance for the whole trade to preserve an intact network of shipping companies, ship designers, shipbuilders and equipment suppliers in our region.
 Perhaps we should try harder to preserve a strong shipbuilding industry in Northern Europe.
    Perhaps our governments should also come up with unprejudiced solutions for making it easier for shipowners to build vessels in our own region, and keep the know-how close at hand. Otherwise, there is a danger in the long run that we may not be operating the best ships in the world anymore.

//Pär-Henrik Sjöström, Editor

Back to SSG 24, 19 December