Shipping & Marine Issue 130 March 2016

130 March

The magazine for maritime management

Looking

forward Operating in a leaner, greener manner is the future of the marine industry, and 2016 will be a defining year

In this issue: u Ballast water treatment u Wi-Fi u Training u Digital technology

130 March

Editor’s comments THE MAGAZINE FOR MARITIME MANAGEMENT

‘‘

The IMO’s legislation hasn’t achieved worldwide ratification and according to the article in this issue, it’s still regarded as a ‘political hot potato’ with other bodies also introducing their own rules and regs

Looking

forward Operating in a leaner, greener manner is the future of the marine industry, and 2016 will be a defining year

In this issue: u Ballast water treatment u Wi-Fi u Training u Digital technology

Chairman Andrew Schofield Editor Libbie Hammond libbie @ schofieldpublishing.co.uk

Time to jump

Production Manager Fleur Daniels Art Editor/Design David Howard Studio Assistant Barnaby Schofield Profiles Editor Jo Cooper Staff Writers Andrew Dann Ben Clark Production dhoward @ schofieldpublishing.co.uk studio @ schofieldpublishing.co.uk Advertisement Administrator Tracy Chynoweth studio @ schofieldpublishing.co.uk

Operations Director Philip Monument Editorial Researchers Rory Gallacher Jo-Ann Jeffery

I

aboard?

t feels like I have been discussing ballast water treatment technology for so long that it must now be the norm on board vessels, and yet that’s not the case. The IMO’s legislation hasn’t achieved worldwide ratification and according to the article in this issue, it’s still regarded as a ‘political hot potato’ with other bodies also introducing their own rules and regs.

As result of these delays, the majority of operators are reluctant to install a solution – and who can blame them? They want to be sure their investment is not only compliant for now but will be for the full life of their vessel.

But what happens post-ratification of the IMO Convention? It’s clear that time will be of the essence for ship operators looking to continue to comply. Hesitation to act may leave them vulnerable to penalties – is it time to jump a board and make the decision?

Advertising Sales Joe Woolsgrove - Sales Director Tim Eakins Dave King Darren Jolliffe Mark Cawston Andy Ellis

Editor: Libbie Hammond Subscriptions ikidd @ schofieldpublishing.co.uk

libbie@schofieldpublishing.co.uk

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Features 6 4 News Updates and announcements from the shipping and maritime arena

6 Is the tide turning?

The issues facing ship owners and operators with regards to on-board ballast water management system installation

8 Data aid It is becoming clear that big data will be a driving force behind the next generation of shipbuilding and ship operations

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10 Looking forward According to Tim Schweikert, innovation is paving the way for the marine industry in 2016

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12 The sky is not the limit The growing requirement for broadband data in remote locations throughout the world’s oceans

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14 14 Lots to learn The pivotal importance of correct training in the industry and the latest trends for 2016

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Profiles

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17 Alicat Workboats 20 Baltic Port Organization 23 Port of Torshavn 26 Vyborg Shipyard

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28 Factorius Vulcano 31 Erik Thun 34 Navgi8 Group 37 Yara Marine Technologies 40 Bogerd Martin 43 Protection Vessels International

47 Team Tankers International

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49 Westcon Group 52 CTruk Boats 56 Kuenz 59 Orkney Ferries 62 Spunalloys 64 Nimbus Boats 66 Port of Dover

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Maritime news Monohull contract

NEWS IN BRIEF Testing at Panama Canal The first water-saving basin of the Agua Clara Locks’ upper chamber of the Panama Canal has been filled to the required level in order to begin a rigorous and methodical testing process. For each of the three chambers in the Agua Clara and Cocoli Locks, there are a total of three water-savings basins, each of which utilises state-of-the art technology which allows the Canal to reuse 60 per cent of the water used per lockage, saving seven per cent more than the existing locks do.

Best practice guidelines released The Construction Industry Research and Information Association (CIRIA) has published essential guidelines for the management of unexploded ordnance (UXO) in the marine environment. Prepared by Royal HaskoningDHV, an international engineering and project management consultancy, and 6 Alpha Associates, a strategic advisor for managing offshore UXO risks, the guide presents and describes those components that are required to deliver a professional risk mitigation strategy – based on effective hazard identification and efficient assessment, management and communication of risk - that is both comprehensive, cost-effective and critically, delivers project safety.

Welcome to Miami The latest radar series from Garmin was launched at the Miami Boat Show in February - the new GMR Fantom solid-state pulse compression radar series with MotionScope Doppler technology and 40W of power.

Available in a four or six foot open array, the Fantom series uses Doppler processing to detect and highlight moving targets to help users avoid potential collisions, find flocks of birds, and track weather in a single ping.

Delivering quality Harding has extended its string of offshore successes with contracts for deliveries of lifeboats and davits to the Culzean offshore gas complex, to be constructed for owner Maersk Oil UK by Sembcorp Marine subsidiary SOME Pte Ltd of Singapore.

The Culzean win gives Harding a sweep of the latest big offshore contracts, including deliveries of lifeboats and davits to the Heerema heavy lift semisubmersible crane Sleipnir and to the giant Johan Sverdrup field centre.

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uOptimarin has won a contract to install its Optimarin Ballast System (OBS) on Østensjø Rederi’s Edda Fides, the world’s only purpose built monohull accommodation vessel. The Norwegian ballast water treatment (BWT) specialist secured the business following on from the success of a previous installation on the firm’s Edda Fortis in 2015.

Edda Fides, which is operated by Østensjø Rederi’s subsidiary Edda Accommodation, is a world-class multipurpose accommodation and service ship, with a 600 bed capacity, 1400m2 deck area, advanced offshore crane, and helicopter deck. Constructed in 2011, it serves the oil and gas industry worldwide, using its DP3 specification to work in close proximity to offshore installations.

“The Edda Fides is a unique vessel capable of fulfilling demanding operations in harsh offshore environments,” comments Optimarin CEO Tore Andersen. “Edda Accommodation needed a BWT system that was market proven, simple to install and easy to maintain, allowing them to get on with providing high quality services to their customers.”

The system has now been dispatched to Galveston USA, where installation will be completed by the end of Q1 2016.

Integrated solution delivery uJames Fisher Offshore (JFO), part of James Fisher and Sons plc and Aquatic Engineering & Construction Ltd (Aquatic), an Acteon company, have signed a co-operation agreement.

This enables JFO and Aquatic, both experts in their fields of offshore equipment and flex-lay solutions, to package an integrated service and equipment offering as a single source supplier for customers that realises significant cost reductions and operational efficiencies. Both companies operate a global network of regional offices, allowing the delivery of a customer-focused, quality service worldwide.

Jack Davidson, managing director of James Fisher Offshore added: “We are already pursuing opportunities on a joint basis. Our aim is to work together to help address the current market conditions and strengthen our service offerings and global reach. We’ve already seen significant interest from customers, with the first collaborative project due for delivery shortly.”

Martin Charles, managing director of Aquatic, added: “The creation of this jointly-structured project delivery team is motivated by our willingness to provide an alternative and responsive collaborative service to both our customer groups worldwide. Together, the single interface offers multidisciplined experts to ensure the combined service is fully supported and delivered to the highest level of standards.”

Supplying Singapore uBG Group and Keppel Offshore & Marine have secured the license to supply LNG bunker to vessels in the Port of Singapore after submitting a joint bid to the Maritime and Port Authority of Singapore. With the granting of the license, BG Group and Keppel will form a 50-50 joint venture to deliver an end-to-end bunkering solution using LNG sourced from BG Group’s diversified LNG portfolio.

The new venture builds on BG Group’s existing role as the exclusive aggregator for Singapore’s first three million tonnes per annum of LNG demand. Following the start of commercial operations at Singapore LNG Corporation’s LNG terminal in May 2013, BG Group has to date delivered 72 cargoes into Singapore from its global LNG portfolio, helping the country to safely diversify its energy sources and increase security of supply. The partnership with Keppel also builds on their expertise in offshore rig design, construction and repair; ship repair and conversion; and specialised shipbuilding.

Maritime news First commercial order uFinnish engineering company, Norsepower has received €3million in investment from a syndicate led by venture capital fund Power Fund III and has installed a second rotor sail on Bore’s Ro-Ro vessel MS Estraden. Data analysis and verification by NAPA, the leading maritime data analysis, software and services provider, has been fundamental to these developments by proving the effectiveness of Norsepower’s technology.

The Norsepower Rotor Sail Solution is a modernised version of the Flettner rotor - a spinning cylinder that uses the Magnus effect to harness wind power to propel a ship.

When the wind conditions are favourable, Norsepower Rotor Sails allow the main engines to be throttled back, saving fuel and reducing emissions while providing the power needed to maintain speed and voyage time. Rotor sails can be used with new vessels or can be retrofitted on existing ships without off-hire costs.

A single Norsepower Rotor Sail was installed on the 9700 DWT Ro-Ro carrier MS Estraden in early 2015. Although the weather conditions were largely calm over the three-month trial, data analysis from vessel performance monitoring and verification software, ClassNKNAPA GREEN, demonstrated that the rotor sail delivered clear and significant savings of 2.5 per cent.

Based on this evidence, Bore has ordered a second installation - the first commercial order for a Flettner rotor in shipping. Doubling the rotor sails has now proven to double fuel savings; NAPA recorded a 6.1 per cent reduction in fuel consumption, avoiding 1200 tonnes of CO2 emissions annually.

Blue space uNational Maritime (NMDG) has opened Blue Space @ SusCon, an outstanding innovation, business and education centre for sustainable industries. Situated next to the QEII Bridge and close to the River Thames, this unique £6.5m, 30,000 sq. facility located at the centre of the UK’s largest maritime region, will provide high quality business units, conference facilities, workspace, training and meeting rooms, and also offer networking and business support. The centre will help support maritime industries; facilitate growth opportunities, and workforce development as an economic benefit for the region.

Peter Green, CEO of National Maritime (NMDG) says: “We are excited that Blue Space @ SusCon will help drive trade, productivity and growth for maritime industries and we are delighted to announce this new service in partnership with SusCon, who reflect and share our pioneering approach and seriousness about advancing the state of the ‘UK maritime sector’ and taking on the challenge of ensuring that the UK remains a global maritime centre.”

Siam seaport expansion uKerry Logistics Network Limited has commenced construction of Phase Four of the expansion at Kerry Siam Seaport (KSSP) in Laem Chabang, Thailand, as it continues to develop the facility into a key cargo gateway for the increasing trade in ASEAN and to cope with the growing business demand in countries within the Greater Mekong Region (GMR) including Thailand, Cambodia, Myanmar and Laos.

The new project will see berths double at the facility with the number of operational berths to increase from ten to 20, and total length to extend from 1.5 km to 2.8 km. Together with an additional bridge connecting to the port, the construction is expected to be completed by 2019.

“The expansion is a strategic achievement for Kerry Logistics to enhance our connectivity and exposure within the region. As Asia’s largest, multi-purpose deep seaport terminal, KSSP is undoubtedly a gateway to ASEAN, and this development will enable us to capture the growth potential brought by boosting trade among ASEAN countries and to support the cargo growth in the GMR,” said William Ma, Group Managing Director of Kerry Logistics.

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Ballast water treatment

Is the tide

turning?

As legislation that is yet to achieve worldwide ratification, ballast water treatment regulations have a notably long, and sometimes stormy, history. Here Matt Granitto examines the issues facing ship owners and operators with regards to on-board ballast water management system installation

Since the early 1990s, marine biologists have been calling for ship owners and operators to install an on-board ballast water treatment system, something that first arose after a link was made between invasive species entering foreign water and ballast water (WWF, 2009).

Indeed, it is estimated that since the first case of invasive species being released into US waters via contaminated ballast water (at Lake Erie in the 1980s), zebra mussels have caused an estimated $1.5bn in damages in America alone (BBC News, 2012).

As a direct response to this threat, the Marine Environment Protection Committee (MEPC) drew up the International Maritime Organization’s (IMO) Convention on Ballast Water in 2004. Once ratified, this groundbreaking convention will require an IMO type approved ballast water treatment system (BWTS) to be installed on all new-build and existing vessels.

Despite the fact that the IMO Convention is yet to be ratified, ballast water treatment remains a political hot potato with a number of other maritime bodies – including the US Coast Guard (USCG) – which introduced their own regulations (USCG.mil, 2014). Under US federal rules, ships will require a USCG approved system to be permitted to discharge ballast water in US waters (Steamship Mutual, 2012).

The lengthy wait for ratification and the lack of USCG type approved systems on the market

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means the majority of operators are reluctant to install a solution. Understandably, operators are keen to ensure that their BWTS is a one-off purchase and that is not only compliant for now but will be for the full life of their vessel, rather than fitting a system that is no longer compliant when ratification occurs. Many operators are delaying this purchasing decision for as long as possible in order to wait and see which systems will receive the full USCG approval.

A number of companies are working to provide a solution to this impasse. One example, Evoqua Water Technologies’ SeaCURE system, is now approaching the later stages of USCG approval testing. Once this approval is granted, it will assist operators as they seek to move forwards with gaining compliance for their fleet.

Ratification and the road ahead But what happens post-ratification of the IMO Convention? It’s clear that time will be of the essence for ship operators looking to continue to comply. Hesitation to act may leave them vulnerable to penalties from ports, although ships already out at sea when ratification arrives will be

Matt Granitto

given a grace period until they are dry-docked.

Ships that have malfunctioning or broken ballast water treatment systems will also be classed as non-compliant. It is imperative that water treatment suppliers ensure they provide convenient and effective aftercare policies.

Whether that’s a guaranteed response within 24 hours or the provision of a round-the-clock helpline, it’s important that customers aren’t left high and dry when it comes to maintaining IMO Convention compliance. Indeed, the financial cost to operators for being non-compliant can easily outstrip the initial cost of purchase and implementation of an approved BWTS. Operationally, non-compliant vessels will be barred from using many ports - and those without USCG approval will be banned from US waters entirely. Non-compliance will not only limit the usage of the vessel, in terms of potential voyages and contracts available, but will also have a significant impact on the asset value of the vessel.

But what of the future of ballast water treatment solutions? It is quite possible that we could see additional legislation introduced that will

continue to influence the design and performance of ballast water treatment systems. The ongoing need for better efficiency and size constraints will also influence the evolution towards smaller, but more productive, systems.

A global network As an issue that affects shipping routes worldwide, it’s no surprise BWTS suppliers are striving to build global network partners who are able to aid operators at every step of the process.

Evoqua has established relationships with a raft of companies worldwide, most importantly Damen Shipyards and Drew Marine - who collaboratively provide services to ensure ongoing vessel compliance from commissioning and installation at locations across the globe, to maintenance through partners in a multitude of territories.

In an ever-changing regulatory environment, operators will come to expect more than just base compliance and demand a return on investment. Ensuring vessels are compliant now, and in the future, makes sound operational and business sense and can ensure that needless financial penalties are avoided. n

Matt Granitto is business manager at Evoqua Water Technologies, a leader in water and wastewater treatment products, systems and services for industrial, marine and municipal customers. Its comprehensive, cost-effective and reliable treatment systems and services reduce fresh water demand, ensure uninterrupted quantity and quality of water and enable regulatory and environmental compliance. www.evoqua.com

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Digital technology

Data

aid

Big data delivers a bigger impact. By Esa Henttinen The idea of ‘big data’ has been around for years in many sectors, though the last year has seen significant debate on how it can and should be applied in the maritime industry. One of the difficulties with the concept is that many ideas now seem to be thrown under the ‘big data’ umbrella without much explanation. What is becoming clear, however, is that big data will become the driving force behind the next generation of shipbuilding and ship operations.

Big data has the power to improve our business decisions and the potential to make a dramatic difference in the day-to-day practices of the shipping industry. However, what can and will be achieved varies, as it is up to individual organisations to decide what data is collected, the tools chosen to perform analysis, and how that data is put to use.

The challenges of this decision making process arise when we consider the amount of pure data that is collected. The fundamental difference between data and information, is that data is unsorted, unanalysed and can come from hundreds of sources in huge volumes.

The process of translating this into a useable, manageable and meaningful format can

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sometimes be daunting for businesses. However, without this, the data has no value.

Translating raw data into valuable information can either be done in real-time or through analysis of previously recorded data that has simply been stored for future reference. The challenges around fuel efficiency provide a useful illustration.

Real-time big data analysis for active energy efficiency management is the core offering of the ClassNK-NAPA GREEN performance monitoring and optimisation solution. The software uses a huge range and volume of data collected onboard and from other sources to provide accurate and up-to the minute information about the current performance of the vessel. Parameters include weather and location data. In addition this data

Esa Henttinen

is then passed through advanced and highly accurate predictive algorithms to provide pathways to increasing energy efficiency aboard, all using current data in real time.

In an age of rapid technological development, the big data debate becomes entangled with the broader debate on innovation in the shipping industry. Forward thinking companies such as Norsepower are quickly gaining industry recognition and respect; for example being awarded Energy Efficiency Solution of The Year at the Ship Efficiency Awards 2015. Part of this stems from their commitment to proving and verifying technology benefits through rigorous third-party studies, ideally two or more that validate each other as Norsepower has done with results from both NAPA and VTT Technical Research Centre of Finland. In a conservative industry that is sceptical of the promises being made by the many clean tech companies flooding the market, proving the validity of new technologies through data analysis is now fundamental to market acceptance and therefore success.

Martin Stopford’s recent comments on the unwillingness of shippers to accept innovations, instead only being interested in achieving cheaper rates are not necessarily true for all. Many companies are paving the way for those in the shipping industry and have acknowledged that we need to keep up with the technological advances of other sectors. Rolls Royce, for example - this old industrial giant is placing itself at the forefront of innovation and the latest technology. With half a terabyte of manufacturing data collected on each individual fan blade it produces, the precise level of information being collected and learnt from will surely inform great advances in sustainability and performance.

Rolls Royce’s development of unmanned ships provides another illustration. The pros and cons may split opinion in the shipping industry, however these vessels represent a massive leap forward in terms of technology innovation and have the potential to realise a step change in improving safety, efficiency and sustainability.

NAPA’s involvement in this project demonstrates

our continued commitment to uncovering these important advances and shaping the future of the industry.

As automated reporting and real time data provides a greater volume and variety than ever, the challenge for business is how to leverage this for commercial gain. Fortunately, the tools to transform raw data into invaluable business intelligence have never been more accessible.

In an increasingly digital age, big data is steadily becoming a strategic driver at the heart of the business and shipping must continue to understand and embrace it. n Esa Henttinen is Executive Vice President, NAPA. In its 25 years of operation, NAPA has become a global leader in maritime software, services and data analysis for the maritime industry; providing best in class data-led solutions for safety, efficiency and productivity in both ship design and operations. NAPA operates globally, with ten offices across Asia, Europe and the Americas supported by its Helsinki headquarters. www.napa.fi

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Innovation

Looking

forward According to Tim Schweikert, innovation is paving the way for the marine industry in 2016 From the price of oil to environmental regulation, 2015 was a year of turmoil and uncertainty for the marine sector. Despite this, there were some common global trends that will define 2016.

The environment the MRV[3] framework in April 2015 which will In December 2015, world leaders met at the COP21 conference to discuss climate change. The event’s outcome marks a decisive move towards a low carbon future focused on achieving the agreedupon world target of 1.5 degree climate change ceiling. Indeed, despite being the most carbonefficient form of commercial transport[1], the scale of global shipping means it emits around 1000 million tons of CO2 annually, and is responsible for 2.2 per cent of global greenhouse gas emissions. Therefore the industry has a strong role to play in meeting this target.

While no targets were specifically mentioned for the shipping industry during the COP21, the UN’s IMO[2] regulations have already established and imposed challenging regulation around emissions and fuel efficiency. Additionally, the EU introduced

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require large vessels calling at EU ports to collect and publish annual data on CO2 emissions, starting from January 2018. With more scrutiny to come, the maritime industry will need to implement solutions that will help limit their emissions’ impact on the environment.

Fluctuating economic conditions The overall decline in global shipping, timed with an increase in megaship deliveries, results in industry overcapacity. Consequently, ratings agency Fitch has revised its outlook for global shipping to negative for 2016, from stable in 2014, although long-term seaborne trade and fleet are both forecast to grow between three per cent and 3.5 per cent on average per annum to 2025[4].

The offshore industry remains particularly

vulnerable. Rising costs, program delays, a large backlog ($390 billion) leading to oversupply, volatile oil prices and corruption scandals in the oil & gas industry in Brazil have created the perfect storm. Capital for building new offshore vessels is estimated to be $15 billion in 2015, down 75 per cent from $68 billion in 2013[5]. We have seen exploration and extraction activities slow down and offshore owners and operators are under great pressure to meet cost challenges.

The volatile state of the industry and stricter environment regulations mean we need to change the way we operate. Companies must rely on innovation using new technologies to increase productivity and meet the new environmental regulations on existing vessels, as well as taking a fresh look at new possibilities to cost effectively produce new vessels.

Innovations driving cleaner marine environment To meet the new demand driven by strict environmental regulations, GE Marine offers its Combined Gas turbine Electric and Steam (COGES) system for various commercial marine

applications, including LNG carriers, cruise ships and container ships. The COGES system enhances conversion of energy available in the fuel to produce electricity and power for all ship needs, including propulsion. GE’s marine gas turbines can operate on various fuels including LNG boil-off gas or marine gas oil (MGO). No additional emissions reduction equipment is required to meet IMO Tier III or US EPA Tier 4 requirements.

Restrictions became even more stringent as of January 1, 2016 for diesel engines around the world. The United States Environmental Protection Agency’s (EPA) Clean Air Act began enforcing ‘Tier 4’, for diesel engines built after January 1. For vessels governed by IMO’s MARPOL Annex VI, more stringent nitrogen oxide (NOx) emissions requirements, known as IMO III, come into effect for vessels built after January 1, 2016 and operating in the designated environmental control areas (ECAs).

These regulations will impact both the environment as well as the engine manufacturers.

Advanced engine technology is needed to make sure new ship engines meet the stricter emissions requirements, and cause as little impact to the vessel design and operations as possible.

GE Marine’s latest Tier 4 Engine meets the new EPA Tier 4 and IMO III emissions standards, reducing nitrogen oxide by more than 70 per cent compared to EPA Tier 2 and IMO II emissions standards, while still maintaining world-class fuel efficiency and service intervals. Its in-engine solution is based on exhaust gas recirculation technology, reducing the formation of NOx at combustion, thus eliminating the need for a ureabased after-treatment system.

Because the engine does not need a ureabased selective Catalytic Reduction (SCR) aftertreatment system, it requires only about 25 per cent of the engine room space versus other market solutions, reducing the need to make significant design changes on the vessel. This technology also eliminates the incremental operating expenses for urea use, catalyst replacements and maintenance on a SCR after treatment system.

Moving to a digital marine mind-set With all eyes on operational expenditures in an uncertain market, technology will play a vital role in making marine operations as efficient and costeffective as possible.

To meet this demand, more shipbuilders will build vessels with technology at the forefront of the design process, using advanced modelling software, which analyses a vessel’s anticipated operational profile, and optimises the design from the offset.

Using digital tools, vessels will also become greener, more efficient, and increasingly productive.

GE’s SeaStream* Insight, for example, provides operators with a holistic view of their ships, allowing them to spot anomalies and other data which lead to better operational decision making and therefore fuel efficiency.

With Predix* at its core, SeaStream Insight allows preventative maintenance to be carried out before a failure occurs, thanks to early warning signs made visible through data-driven analytics.

This level of visibility allows operators to switch from a scheduled maintenance model, to a condition-based one, reducing downtime and offering significant cost-savings.

SeaStream Insight also particularly benefits the offshore industry, where vessels are operating in remote locations, as its remote monitoring capability allows engineers to assess issues from anywhere in the world, reducing third party cost, and help solve problems faster.

With belts being tightened across the industry, the cost-savings that digital technology can deliver can’t be ignored.

2016 – a year of opportunity The year ahead presents an opportunity –increased environmental regulation paves the way for wider use of hybrid energy solutions, which are not only cleaner, but also offer significant leaps forward in efficiency. This is good news for operators across the marine industry, who will be looking to work as cost-effectively as possible in 2016. Operating in a leaner, greener manner is the future of the marine industry, and 2016 will be a defining year. n Tim Schweikert is President & CEO, GE Marine.

GE’s Power Conversion business, a business unit of GE Energy Connections, applies the science and systems of power conversion to help drive the electrification of the world’s energy infrastructure by designing and delivering advanced motor, drive and control technologies that evolve today’s industrial processes for a cleaner, more productive future. www.gepowerconversion.com

* Indicates a trademark of the General Electric Company and/or its subsidiaries.

[1] International Chamber of Shipping [2] United Nations International Maritime Organisation [3] Monitoring, Reporting and Verification [4] Clarkson [5] Clarkson Apr’15 offshore seminar (multi-source consensus), GE O&G leading indicators Aug’15 (Barclays, TR consensus), Evercore ISI’s 2015 Mid-Year Global E&P Spending Outlook (20%), FT 18/05/15 (25%)) , IHS Industry Resets July ’15, top 18 exploration companies

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Wi-Fi

The sky is not the

limit

For market players operating throughout the marine environment, access to reliable Wi-Fi broadband data is becoming increasingly important. Andrew Dann talks to Milano Teleport CEO, Umberto Gallo about the growing requirement for broadband data in remote locations throughout the world’s oceans On 6th August 1991 Tim Berners-Lee’s World Wide Web became publically available. It was the culmination of a series of technical developments that had begun decades before and more specifically, the result of research carried out by Berners-Lee at the European Organization for Nuclear Research (CERN) during the 1980s to find a way for physicists to share data across the globe without the need to each use the safe software and hardware.

Umberto Gallo

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At its core his resulting 1989 paper A ‘ large hypertext database with typed links’ was a study in efficient communication and today the development of networks that allow the rapid transfer of information has redefined what is commercially possible. Increasingly the internet continues to change the way individuals and organisations work, socialise, create and share information and organise the flow of people, ideas and commodities around the world.

Today the demand for high-speed internet connectivity extends to both onshore and

offshore clients in remote locations around the world. Milano Teleport represents a leading Italian satellite telecommunication services in C, Ku and Ka band, with three business lines comprised of enterprise networks, maritime very small aperture terminal (VSAT) and broadcasting. As the largest independent teleport in Italy, the company has established a keen understanding of the needs of the market and a trusted reputation as a leading solutions provider.

“Within the maritime sector Milano Teleport operates a trademark, which is a brand called

Milano Teleport headquarters Iseaglobal. This is not another company, rather it is a brand that identifies our internet service to offshore vessels, whereas Milano Teleport is the brand that supplies internet connections to land based applications. Iseaglobal provides internet connectivity to vessels through VSAT, which is a high-speed connection through a satellite. We only use VSAT satellite connectivity, while some other companies continue to use the old satellite system, which produces speeds of around 32432 kb/s whereas VSAT provides anything up to 100 megabits of connectivity to ships, making an effective form of connection service,” explains CEO, Umberto Gallo.

“We started to develop high-speed connectivity through VSAT technology at a reasonable price around ten years ago, using a technology platform called iDirect. This is an American company that develops modems, hubs and other technologies.

Milano Teleport purchased its first iDirect hub during 2005 and then began providing maritime services in 2006. In the beginning we were a very small company, providing services to a shipowner with a fleet of around five merchant vessels. After this we continued to grow in Italy and beyond and we are today a market leader,” he continues.

“Our success is based on the fact that we are a smaller company that can provide services that larger companies are typically unable to, because they are focused on providing standardised solutions. We provide a custom solution to meet each of our client’s requirements.”

The innovation of internet communication using VSAT technology has helped to bring the benefits of broadband communication to users operating within the offshore and marine environments and brought with it exciting opportunities for increasingly enhanced and efficient business solutions. Within the barge, bulk, cargo, merchant, offshore, rig, Ro-Ro and tanker sectors for example, advanced communication solutions via VSAT allow crew and passengers to connect to the internet through real-time transmissions allowing for applications such as telephone calls and video streaming. During navigation, satellite communication allows safety and vessel traceability, harbour operations, precision navigation, observation of currents, weather forecasting and fleet status. The same advantages exist within the cruise and yachting markets where telephone calls can be made anywhere at sea with worldwide coverage and services such as voice communication in fax and standard telephone, television, video on demand (VOD), global system for mobile communications (GSM) support and video conference are also available.

Maritime satellite communications are also increasingly important to marine operators active within the offshore oil and gas sector, where

satellite technology allows operatives to control vital operations in remote locations. This applies to communications between onshore and offshore teams and crew, as well as offshore drilling and production platforms, drill ships, exploration, survey and service support vessels. End-toend private network and VPN solutions via satellite enable secure operations management and assure timely delivery of data in the most remote locations. Furthermore satellite networks support real-time data exchange for exploration, inspection, repair, salvage and surveillance operations.

With such a diverse base of industry applications, the growth in demand for offshore and maritime satellite communications is a trend that shows no sign of slowing down over the coming years. According to analysis collected by the leading consultancy firm Euroconsult, the value of the global maritime satellite communications market is set to double over the next decade, with a compound annual growth rate (CAGR) of six per cent in telecommunications terminals and eight per cent in revenue over ten years. While this increased requirement of highspeed connectivity is largely universal across the maritime market, in many areas, it is the cruise and leisure industry that is creating the largest demand. “Within the leisure and cruise markets the end user requires great levels of bandwidth.

Clients onboard a cruise ship for example, expect the same level of internet connectivity as they would experience at home,” Umberto agrees.

“Alternatively users on merchant vessels are typically more used to being onboard on ship for months at a time without the use of a high-speed internet connection. Merchant vessel owners also tend to be more focused on the costs as well, which is another factor to consider.”

In its 2015 report, Euroconsult revealed that despite an unfavourable economic environment brought about through over supply in merchant capacity and falling oil prices, the maritime

satellite communications market had maintained strong growth over the proceeding 12 months.

A combined effect of both the rapidly increasing communications requirements of marine vessels and aggressive marketing initiatives on the part of service providers, allowed the maritime VSAT market to grow by 15 per cent in telecommunications terminals and nine per cent in revenues between 2014 and 2015. As a result, the global maritime satellite communications market has grown to include an unprecedented level of 368,000 terminals, $816 million in revenue at the satellite operator level and close to $1.6 billion in revenue at the service provider level.

Furthermore a total of 7Gbps of C- and Ku-band capacity was utilised for maritime VSAT business, compared to less than 2Gbps during 2010. “The findings of Euroconsult certainly apply for 2016 throughout the wider industry, however over the past five years Milano Teleport has seen an yearly increase in demand of around 30 per cent.

This includes a growth in demand from existing customers as well as from new clients,” Umberto says. “Throughout the wider industry, it is harder to predict if this growth is driven by new or existing clients, however from our perspective the increase in demand from both new and existing clients is around 50 per cent each.”

As the availability of high-speed internet connectivity continues to become more pressing in increasingly remote locations around the world, companies like Milano Teleport will continue to work with satellite operators and fellow teleports globally to ensure that clients receive fast and reliable internet connections. With no sign in demand decreasing and an increase in market players, maritime internet connectivity is set to become stronger than ever over the coming years. “We are currently looking to create alliances with other teleports globally, because we operate in a global market. It makes no sense to talk about an Italian, Spanish or English business in a global economy, when teleports provide a service that must extend from India to the Caribbean.

However today clients are looking for services in the Antarctic or Australia, which are very far from where we are based and we cannot see the required satellites from Milan as they are on the other side of the planet. So we are creating alliances with teleports in Asia and in the US to create a global network that can leverage the strengths of teleports around the world,” Umberto concludes. “I expect that growth in demand will continue at a similar rate as we see today, while the average price per megabit will decrease as a result in an increase in satellites and market competition. This will ultimately be better for the end user.” n http://milanoteleport.com/

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Training

Lots to

learn Maersk Training’s Anthony Greener, Maritime Business Development Manager, discusses the pivotal importance of correct training in the industry and the latest trends for 2016 The UK’s offshore industries are set for significant growth over the coming years and skilled workers are becoming more sought after to fill the increasing number of roles within the renewable energy industry.

The continued rapid expansion of the offshore and wind energy sector means that high quality technicians are more in demand than ever. It has been estimated that an additional 70,500 skilled workers will need to be employed within the industry by 2023 so there are some fantastic opportunities for those seeking employment in the region.

With the North East region having a large employable workforce, it is important people can gain access to the skills and training required for employment within the growing industry.

Human element of resource management Human factors account for approximately 80 per cent of accidents at sea, which has sparked a lot of

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discussion surrounding current training standards of human element resource management. The aviation industry has used incidents to investigate causes and learn lessons from mistakes for more than 30 years. In comparison, the maritime industry needs to dedicate more training to these areas.

Maritime Human Element Training is also under the scrutiny of the International Maritime Organization (IMO) and Flag States whose aim is to improve current training in order to reduce incidents within the industry. Leadership and communication skills encompassing stress handling, planning and managing resources are all essential to minimise incidents at sea. As well as this, providing officers with the knowledge and tools necessary to review their own departmental systems will ensuring a safer workplace.

Trends and technology – Simulators The importance of combining traditional training methods with new, technology such as simulators, has never been greater.

Communication barriers and lack of planning can amplify an already stressful situation and cause both large and small-scale problems.

Simulators are being introduced to the industry, which now make accidents in the offshore sector much easier to prevent than ever before.

These simulators are extremely sophisticated and coupled with traditional theoretical training are one of the best ways to make sure seafarers are equipped to deal, not only with resource management, but with people management too. n

what you have to lose, and then you can choose to do the right thing, the safe thing. It is your choice.

Correct training procedures and courses can help hone each of these points and minimise accidents and serious injuries. This is exactly why Maersk Training has launched a new Advanced First Aid course, which will help champion all these skills.

Anthony Greener is Maritime Business Development Manager at Maersk Training.

Maersk Training offers state-of-the-art facilities and specialises in training for the oil & gas, maritime and offshore wind sectors. As an independent A.P. Moller-Maersk company, Maersk Training has UK training centres in Aberdeen and Newcastle, alongside global training centres in Denmark, Norway, India, Dubai, the USA, Singapore and Brazil. www.maersktraining.com

Training case study: Jennifer Murley SHEQ Intern at EDF Renewable Energy

The correct training to avoid accidents Well firstly, you need to have the know-how for the job. If you don’t know what you are doing, don’t know your limits, then you are putting yourself and others at risk. You’re the hazard. So you need to be honest about what you know you can do safely.

Keep your skills up to date. Make sure you have the know-how for the job.

Secondly, you’ve got to co-operate with the people working alongside you. Be open, share your knowledge and experience, if something doesn’t look safe, then say so. Be willing to listen.

If a colleague has something to say to you about safety, then learn from them. That is called co-operation.

And finally, you’ve got to remember you always have a choice. Every day you can choose, to cut corners, to take risks, or you can chose to think safe. You can think about the hazards. Think about

In her previous role as a Maintenance Technician working in a large factory, Jennifer Murley from Whitley Bay often found herself wanting to ‘roam beyond the borders of the site and see more of the world’ and so in 2014 decided it was time to make some career changes.

20 year-old Jennifer has some strong engineering experience under her belt, studying the subject at Newcastle College and completing an engineering placement at Nissan.

Jennifer attended a Maersk Training open day in Newcastle hoping to be inspired about how she could put her engineering skills to good use in a health and safety role in the renewable energy industry.

Jennifer said: “I felt like this was the perfect opportunity to introduce health and safety into my career. I went to the Maersk Training open day to get some expert advice on what would be the best way to go about it and what training and qualifications I would need to work in the renewable energy industry.”

Jennifer was advised by the Careers and Employment Manager, James Costello, that the best way to go about working in health and safety in the renewables industry would be to begin with a technical role to gain experience. He recommended Maersk’s Level 2 Diploma in Staying Safe in the Wind Industry as the most beneficial.

The 12-week diploma covered all of the aspects required to work in health and safety offshore including Working at Heights and Rescue, Fire Awareness, First Aid, Manual Handling and Sea Survival.

Jennifer said: “My two absolute favourite things about the course had to be Working at Height and Sea Survival, which is odd as they were two of my biggest fears. The instructors were always diligent about safety, and very patient with all of us shaky newcomers.”

Following the diploma with Maersk Training, Jennifer completed a NEBOSH course (The National Examination Board in Occupational Safety and Health). James Costello worked with her to compile a tailored CV pinpointing her strengths in health and safety. In June 2015 Jennifer was accepted onto an internship with EDF Renewable Energy in the Health and Safety department.

“No matter what your background is, your level of experience or previous jobs, if you want to try and make a new career in renewable energy, or gain some impressive qualifications then I would definitely recommend Maersk Training,” Jennifer said.

“By the end of the 12 weeks, you’ll be more focused on what you want to achieve.”

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Profiles There are thousands of ships sailing the oceans today, transporting every kind of cargo.

The global fleet is manned by over a million seafarers of virtually every nationality and the companies involved in this sector are among the most technologically sophisticated of any in the world.

The prominent and successful companies that are highlighted in the next pages of Shipping & Marine provide real world examples of how state-of-the-art technology, best practices and modern innovations are put into practice in the maritime sector.

Alicats Workboats Baltic Port Organization Port of T贸rshavn Vyborg Shipyard Factorius Vulcano Eric Thun Navig8 Group Yara Marine Technologies Bogerd Martin Protection Vessels International Team Tankers International Westcon Group CTruk Boats Kuenz Orkney Ferries Spunalloys Limited Nimbus Boats Port of Dover

Profile: Alicat Workboats

Shipshape E stablished in May 2009 as a subsidiary of shipbuilding firm Richards Dry Dock and Engineering Ltd (RDDE), Alicat Workboats was originally a designer and constructor of workboats that would operate as crew transfer vessels for the offshore wind sector. Based at Richards Dry Dock on Southtown Road, Great Yarmouth, UK, Alicat has focused on developing close relationships with its customers and researching working conditions, different sea states, operator requirements and state-ofthe-art technology; a strategy that has resulted in the company developing a leading reputation in the design and construction of vessels.

Since previously being featured in Shipping & Marine magazine in April 2015, Alicat Workboats has enjoyed another eventful year, complete with company firsts, new ventures and further diversification, as Business Development Manager David Blake highlights: “Throughout 2015, the company’s 200 tonne boatlift has been kept busy, and anyone regularly travelling along Southtown Road will

have seen a yard full of different vessel types and a hive of activity as boat repairs, modifications and servicing is carried out. In fact, our boatlifting service has continued to grow throughout the year, with investments put into improving facilities to the crew, such as water and electricity supplies, access to stairs, lifting equipment, scaffolding and fixed toilets and showers.”

He continues: “From our giant sheds a production line of new aluminium catamarans have been delivered throughout the year, but this year was the first time Alicat have also built boats designed by our sister boat builder South Boats IOW Ltd, which is based on the Isle of Wight. The first of these vessels was delivered to local success story Iceni Marine Services, who took delivery of two Alicat built vessels within two weeks during the first part of 2015. In addition to this, a newly designed catamaran made from composite GRP material was unveiled at Southampton’s Seawork Exhibition in June and was created as a result of a joint venture with local boat builder Goodchild Marine Services. In July,

the company announced an agreement had been reached with Florida based Tampa yachts, enabling Alicat to build Tampa’s proven range of military and para-military vessels; in return, Alicat workboats will be built by Tampa in the US.” The agreement will help each company develop a stronger presence in markets that would otherwise be difficult to access, while also offering benefits such as the sharing of technical and manufacturing expertise. Both companies see the agreement as a significant advancement when it comes to the development of customer support and services as well as business growth.

Alongside these developments, the company has also continued its close working relationship with long-term customer Trimline Ltd on a project that involves carrying out a complete electrical refit of the customer areas on The Spirit of Tasmania I and II passenger ferries. “For this project, approximately 30 of the Alicat Marine electrical team spent around 16 weeks onboard the two vessels while berthed in Sydney, Australia. The www.shipping-and-marine.com - 17

Profile: Alicat Workboats

Aalco Alicat is one of the most respected names in the marine workboat industry through a dedication to high standards of design, engineering and careful consideration given to all aspects of performance and safety. The company’s strong track record of product development means that it is continually developing new technologies and improved manufacturing techniques. With this in mind Aalco was a natural choice for Alicat to provide its aluminium and stainless steel material requirements for its vessels. Along with its stringent quality process, Aalco’s ability to provide a flexible and reliable service supports Alicat’s demanding build schedules. Aalco has already supplied more than 70 boat kits for vessels operating in the demanding off-shore environment.

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project was highly successful and was a continuation of our great working relationship with Trimline,” says David.

A more recent project for the company involves the building of a brand new 26 metre wind farm service vessel (WFSV) for long-term customer Dalby Offshore; the aluminium catamaran will be the eighth vessel that Alicat Workboats will have built for Dalby Offshore and will add further

diversity to the company’s fleet.

“This will be the first 26 metre South Boats IOW design to be built by Alicat Workboats,” says David.

“The class certified vessel will feature Twin MAN V12-1650 main engines coupled to Hamilton HM721 water jet propulsion for speeds up to 30 knots and class leading bollard pull; this 26 metre WSFV also offers low noise levels combined with reduced vessel motions, which ensures that the vessel can operate in the harshest of environments and deliver technicians fit and able to fulfil their tasks offshore.”

Highlighting its ability to deliver high quality services to a range of sectors, Alicat Workboats’ adaptability has ensured it remains profitable despite challenges in the oil and gas industry.

“Challenges within the energy sector has further demonstrated the need for diversification, however, this is an area where Alicat prides itself. 2015 saw an increase in non-energy related vessel enquires, which is very pleasing for us as we would rather be known as hugely

experienced boat builders that can offer a diverse service than a company that is exclusively connected to a particular sector,” says David.

Playing an integral role in this diversification is the company’s commitment to strengthening its engineering capabilities, which in turn has enabled it to take on new and challenging projects, as David discusses: “Our engineering side has been strengthened significantly over the last 12 months, with BS EN 1090-1 Execution Level 4 (EXC 4) certification and PED 23/97 Module D added. As of 1st July 2014, under the Construction Products Regulation (CPR), CE marking of structural steel to BS EN 1090-1 became mandatory for products sold on the EU construction market; this means anyone designing and/or manufacturing stel frames or steel components for the UK must comply. Alicat Workboats recently achieved EXC 4 certification, the highest EXC level, which has opened up additional construction marketplace opportunities, both on and offshore; it has also validated the steel departments welding management system.

“On top of this, Alicat Workboats was recently awarded Module D, which will allow us to produce pressure vessels within the scope of fabrication and/or give confidence for present and potential clients in our management systems to manufacture them. With this certification, Alicat Fabrication, trading as Alicat Workboats, has opened up additional manufacturing opportunities for pressure vessels up to 500bar, which is approximately 7250 psi, in carbon, stainless or exotic steels from 1.25”NB up to 36”NB (DN32 up to DN 900).”

Not a company to rest on its laurels, Alicat Workboats has introduced a new line of modular lightweight containers; designed by Alicat Marine Design and built by Alicat Workboats, the Aerobox™ line has attracted the attentions of a range of industries for multiple applications. In addition to Aerobox™ Alicat Marine Design has also been busy developing a new fender system, V-Grip™, which has been designed to increase the performance and capability of workboats operating in the harshest conditions. In line with these investments in product

development and compliance, the company has also invested in a new slipway to assist with the launches of the larger South Boats design vessels.

Based at the end of its main workshop, next to the dry dock, work on the new slipway was completed at the beginning of 2016.

While each division with Alicat continues to enhance its capabilities and strengths, Alicat Workboats will focus

on product development and increasing growth through diversification to keep its order book full.

Alicat Workboats www.alicatworkboats.com • Specialises in boat building, small craft maintenance and repair • Major investments over the last four years • Recently received a major order from Dalby Offshore

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Profile: Baltic Port Organization

Vital

support E

Julian Skelnik, chairman of BPO

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stablished in Copenhagen in October 1991, the Baltic Ports Organization (BPO) has remained true to its mission of strengthening the global competitiveness of maritime transport and the port industry within the Baltic Sea Region (BSR) by contributing to its economic, social and environmental developments. Keen to facilitate cooperation among the ports, BPO also monitors and improves the possibilities for shipping in the region while supporting its members and working pro-actively with relevant partners.

Registered in Estonia and headquartered in the Port of Tallinn, BPO operates in accordance to the Estonian law on non-profit associations and is well recognised within the BSR, EU bodies and other European regions. Working in these areas at a governmental level, BPO encourages trade from other European countries and represents

the interests of the Baltic Sea ports towards EU institutions. Moreover, the organisation contributes to maintaining a clean environment within the Baltic Sea and promotes environmental management in member ports; to further enhance its role in environmental sustainability, BPO is actively involved in international discussions, notably via the BPO Environmental Working Group.

Although the organisation itself has witnessed little change since it was last featured in Shipping & Marine magazine in June 2015, BPO has come across new challenges within the Baltic shipping industry, as Julian Skelnik, Chairman of BPO and Foreign and Public Relations Director of the Port of Gdansk, discusses: “First of all, the Baltic Sea is in a Sulphur Emission Control Area (SECA) and there needs to be a lot of improvements when it comes to controlling these emissions;

this is a problem for us as we would like an equal playing field for all ports in the Baltic Sea. Another issue is that the SECA policy is only in one part of Europe, while the other side doesn’t have to comply to these regulations; we therefore think there should be one law when it comes to controlling sulphur emissions in Europe.”

He continues: “The next challenge is the evident concentration of capital in the logistics chain, which consequently means there will be a smaller number of bigger ports in the logistics chain.

Furthermore, there are many small ports of fisheries and so on that aren’t in the logistics chain as they aren’t loading and unloading goods; this means that small and medium sized ports in the Baltic are struggling as they have less cargo. These ports are important for local societies and local economies, which is why BPO is trying to come up with a solution to this problem. With new challenges coming up approximately every three months it is important that BPO carefully monitors situations and tries to respond quickly.”

One way the organisation stays ahead of the game when it comes to the transport sector is through research and science. For example, from 2007- 2013 the organisation

studied the TEN-T (Trans-European Transport Networks) programme, which involved 32 motorways of the Seas (MoS) projects; 20 of which involved Baltic countries, with 13 of these 20 projects involving Baltic countries only, while the remaining seven involved joint action with other EU countries. With figures showing that previous TEN-T programme recognised the Baltic Sea as a maritime highway, BPO is now focused on initiating multiport projects for the new framework, which is lasting from 2014 to 2020 and based on interest expressed by ports in the region.

At the time of releasing the study, BPO had already identified opportunities with regards to projects involving environmental challenges, an area the organisation is strongly focusing on following the first implementation of sulphur limits that came into effect in January 2015.

Since then, five ports in Sweden and Finland have decided to join forces to collaborate on port infrastructure development and environmental services, which will result in enhanced port infrastructure and a reduction in shipping’s impact on the environment.

“When it comes to environmental standards, the Baltic is currently in a leading position, which is a great

Port of Helsinki, Finland

Port of Gdansk, Poland

Port of Liepaja, Latvia

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Profile: Baltic Port Organization

Port of Tallinn, Estonia

MEP Merja Kyllonen

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achievement,” highlights Julian. “We will have 11 new LNG powered ships going to Helsinki this year. One can predict, we will soon have a network of fuelling stations too in line with this growth in demand for LNG.” Another way BPO finds solutions to issues within the Baltic Sea Region is through organising dedicated conferences, seminars and study visits, which enable members to share and gain valuable information when it comes to port operations and management as well as the environmental impact of port activities. The organisation will also soon be involved in a debate with MEP Merja Kyllonen, former Transport Minister of Finland, in European Parliament. Taking place on 5th April 2016, the debate ‘Baltic ports in TEN-T network – meeting the future’ will discuss a number of important subjects, including trends in the Baltic port market, investment needs in transport infrastructure and the Baltic as a green shipping region.

Moving forward, BPO will continue to inspire and support its members

through the turbulent changes of the port industry in the hope of contributing to the establishment of strong trading relationships as well as positive economic, social and environmental developments within the BSR. The organisation will also be celebrating 25 years in operation and using this long-term experience to benefit its 48 existing members as well as any other ports that would like to join. “Our 25th anniversary is this year and it is the perfect time to start a new chapter,” says Julian. “With this in mind, we will be promoting our region and the stringent standards we adhere to show what we can offer to potential new members and port communities in other regions of Europe.”

Baltic Port Organization www.bpoports.com • Regional ports organisation • Celebrating 25th anniversary in September 2016 • Aims to monitor and improve shipping opportunities in the Baltic Sea

Profile: Port of Tórshavn

Nordic

influence

F

rom its prime position among the Faroe Islands, located northwest of Scotland and halfway between Iceland and Norway, the Port of Tórshavn (Tórshavnar havn) represents a vital hub to the island’s inhabitants as well as to various industry players within the region. The Faroe Islands are comprised of a unique archipelago of 18 islands, with its capital and largest city of Tórshavn representing one of the smallest capital cities in the world. Throughout its history Port of Tórshavn has enjoyed great success as a base for North Atlantic fishing vessels, a centre for the countries container and Ro-Ro ferry traffic and an increasingly popular summer destination for cruise ships.

The Port of Tórshavn takes its name from ‘The Port of Thor’, after the Nordic god and has existed since the arrival of the first early settlers to the Faroe Islands. While the harbour dates back for more than 100 years, the port has seen several important evolutions and in recent years a process of consolidation has led to the Faroe municipalities of Kollafjørður, Nolsøy, Kirkjubøur, Hestur and Koltur being absorbed into Tórshavn. As a

result more than 40 per cent of the Faroe Islands population lives within Tórshavn and its extended municipal boundaries. A further consequence of this process of municipal enlargement was the significant widening of the operating area of Port of Tórshavn, which today also includes facilities at Sund and Kollafjørður.

Tórshavnar havn is owned by Tórshavn Municipality, meaning that the port is subsequently not in private ownership, however it operates in the same way as a private enterprise and is therefore constantly looking for ways to improve and expand its turnover.

“Port of Tórshavn is self-financed and lives off the income that it generates for itself. That means that we need to provide infrastructure and business opportunities for both our customers and the port directly,” explains CFO, Annfinn Hjelm. “The Faroe economy has been relatively positive over the past few years, which is demonstrated by the port’s import figures. Almost 100 per cent of the countries import goods in terms of container cargo arrive through our facilities, while goods like heavy fuel oil (HFO) are shipped to bunker stations around the Faroe Islands. The port also deals with

significant exports, mainly of fish and fish related products and although this is not necessarily a growing market, it has remained strong and at high levels in recent years.”

Tórshavn is by far the largest port in the Faroe Islands for containerised cargo and routinely services vessels sailing links between Tórshavn and Iceland, Scandinavia, Continental Europe and the UK. When Tórshavnar havn was previously featured in Shipping & Marine magazine during March 2015, Annfinn discussed how analysis into the port’s operations and capacity revealed that the port would require further space to grow and ensure that the facility can continue to serve newer and larger vessels. “Our main focus area at Port of Tórshavn is to provide infrastructure primarily for cargo and passenger traffic. The capacities that we have at present have really been stretched recently, especially if you consider the size of modern container vessels and the increasing draft of ships. We are operating at the maximum of this range and the evolution of ships shows us that these vessels are growing in size, thus we need more quay space and greater draft dept,” he elaborates. “Today we www.shipping-and-marine.com - 23

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Profile: Port of Tórshavn Left: Proposed new harbour

have a maximum draft of around nine metres and the container vessels that arrive today have drafts of just below nine metres, so there is absolutely no possibility to receive larger ships.”

As a result of this analysis Port of Tórshavn announced the implementation of a significant expansion project in 2015, which is currently in its tender stage and due to begin construction during Summer 2016. The development of the port will allow it to better serve clients within the cargo sector and also offer promising advantages to cruise and passenger shipping. “The expansion project will add a further 700 metres of quayside to the port and a greater draft depth of 15 metres. That will most likely futureproof the port for the next couple of generations of container ship,” Annfinn details. “Since cargo is a much larger part of the business, it has been the driver for development. However the passenger and cruise side of the business will also yield some benefit from the project, because in addition to the extra quayside we will add around 95,000m2 of harbour area that can be used for warehouses, container storage and the other facilities. Today passenger traffic in terms of cruise and ferry

operations share berths with container vessels. When the expansion is completed, we will be able to separate these two business areas, thus making life better for all of our customers in the passenger and cargo markets.”

During the rest of 2016 Port of Tórshavn will continue to prepare for the development of its port expansion project. Looking to the future of the port, Annfinn is confident that continued investment in the facility will allow Tórshavnar havn remain as an important hub for years to come.

“Obviously the expansion project will take up all of our time during this year and the construction period will be around three years. We are presently in the tender period and in late March we will open up the envelopes and know the price. There may be some negotiation and then we hope that the expansion project will start in the summer,” he concludes. “In the next five years I hope to see the new port area filled up with cargo and transit goods, while the existing facilities will be filled with passengers.”

Port of Tórshavn www.portoftorshavn.com • Port operates around two thirds of the import and export of Faroes • Significant expansion project planned for 2016 • Ideal location halfway between Iceland and Norway

Articon A Solid Foundation Articon is a fully integrated contractor able to undertake and successfully conduct all projects within: • Harbour and road construction • Planning and landscaping • Ground and sewer construction • Concrete work • Timber and joinery work • Shipwright work A combination of dedicated and skilled employees, the most modern equipment and financial strength enable Articon to undertake building and construction works in Europe.

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Profile: Vyborg Shipyard

In demand

W

ith more than 65 years of experience in shipbuilding, Vyborg Shipyard PJSC today is one of the largest shipbuilding companies in the North-Western Region of Russia. Since its foundation in 1948, the company has built more than 200 vessels with a deadweight of up to 12,000 tonnes, with a total displacement of 1,550,000 tonnes. To ensure its impeccable reputation continues, the company employs more than 1500 personnel, many of which are specialists that are certified by the leading international classification societies such as Lloyd’s Register of Shipping, Bureau Veritas, RINA, Germanischer Lloyd and the Russian Maritime Register of Shipping.

Core activities of Vyborg Shipyard are the construction of small and medium tonnage vessels, a service that began more than 50 years ago when the company began building and trading vessels such as timber carriers, cargo ships, container vessels, and special

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vessels. Well-equipped for constructing vessels to the optimum levels of quality and safety, the shipyard is able to perform the full production cycle, from the issue of working documentation, to planning, calculations, procurement, fabrication, testing and, finally, the handing over of a completed vessel to the customer both on time and at the agreed contract price.

In addition, the company has gained a leading reputation for building drilling platforms for open seas in Russia over the last 35 years.

Indeed, since entering the oil and gas market in 1978, Vyborg Shipyard has been involved in major projects such as building offshore facilities for the Caspian Sea block-modules and pontoons for six semi-submersible drilling rigs along with four ‘turnkey’ built drilling rigs. Moreover, during the period of 1994 to 1997, the company performed modernisation works on two semi-submersible drilling platforms in order to allow them to work in the Atlantic at a sea depth of up to

2000 metres. To extend columns and pontoons of the platforms during this project, a unique lifting operation was performed. The capabilities and expertise of the company within this sector has not gone unnoticed in the industry, with Vyborg Shipyard being recognised as the best company in the construction of floating drilling rigs and supply vessels at the tenth annual Neftegazshelf 2015 conference.

Alongside operations within these areas, the versatile Vyborg Shipyard is also able to take on special projects, ship repair and modernisation and steel production. Special projects include the production of a power distribution module for the first sea ice-proof stationary platform in the world, which was delivered on June 4th 2006.

More recent projects for the shipyard include the construction of two project 21900M icebreakers, Vladivostok and Murmansk, under the Federal Target Programme for the Development of the Transport System of Russia (2010 – 2015). In comparison to the

older project 21900 class icebreakers, the newer project 21900M vessels boast higher performance characteristics and has been classified by the Russian Maritime Register of Shipping (RMRS) as the ice class, Icebreaker6.

Intended for operations in the Baltic Sea and the Northern Sea Route along the Russian Arctic coast, the vessels will have a maximum icebreaking capability of 1.5 metres.

With Vladivostok fully constructed in mid 2015, the official ceremony of lifting the National Flag onto the vessel took place on September 23rd where it was announced the most up-to-date and most powerful of all diesel-electric powered icebreakers in operation within the Russian Federation. Following the ceremony, Vyborg Shipyard completed sea trials of the icebreaker in October 2015; these trials included testing the vessel’s speed and maneuvering characteristics, performance and compatibility of ship systems and equipment as well as operation capacity of the propulsion plant alongside electrical, radio and navigation equipment. Confirmed to be in compliance of all technical characteristics of the icebreaker technical design by Vyborg Shipyard specialists, the vessel was then delivered to the customer.

Hot on the heels of its sister vessel was the Icebreaker Murmansk project 21900M, which was delivered to the Federal Agency of Marine and River Transport on 25th December 2015.

With a full range of design and turnkey construction works completed on these projects, the icebreakers 21900M will ensure optimum winter navigation assistance in the Baltic Sea as well as the Arctic region. As part of the commemorative event, the icebreaker Murmansk also had the flag of the Russian Federation hoisted onto it.

Both vessels will offer independent ice escorting of heavy tonnage vessels, as well as towage, fire fighting on floaters and other facilities; additionally, they will offer salvage and assistance to distressed vessels as well as the

transportation of cargoes.

Following the hand over of Vladivostok and Murmansk, the company is now focusing on the construction of the third serial build Icebreaker Novorossiysk project 21900M. With the solemn launching ceremony taking place on October 29th, the company has since been busy performing further outfitting works in advance of sea and ice trials before the vessel will be delivered as part of the development of the Russian transport system (2010 – 2020).

With the keel-laying ceremony of the icebreaking support vessels for Gazprom Neft taking place in November and December 2015, the company has enjoyed a fruitful 2015 thanks to its dedication to quality, safety, efficiency, innovation and punctuality. As it moves forward, this proven reputation is certain to result in continued success for Vyborg Shipyard as major shipping and oil and gas firms increasingly rely on the company to deliver the very best solutions to their ever-evolving requests.

Vyborg Shipyard vyborgshipyard.ru/en/ • Leading shipyard in Russia • Recently constructed icebreaker 21900 M Vladivostok • Preparing to construct another vessel currently

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Profile: Factorias Vulcano Seismic vessel: Polar Duchess

Technology

at sea

W

ith roots dating back as far as 1919, when the company was founded as a boiler repair shop in the Spanish city of Vigo, Factorias Vulcano has a rich tradition of shipbuilding that began during 1940. Initially the business operated as a shipbuilder and repair yard and gradually continued to expand and develop its facilities in order to allow it to tackle newbuild projects. Over the years Factorias Vulcano has moved away from the fabrication of ‘standard’ vessel designs such as cargo and fishing trawlers and applied its specialist knowledge to the production of complex niche craft including

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seismic, offshore construction vessels, oceanographic and research vessels and chemical vessels (coated and stainless steel).

Factorias Vulcano was last profiled by Shipping & Marine magazine during November 2013 when Managing Director, Jose Luis Mendez explained the shift of production from standardised to specialist vessels as linked to the increase in competition in general vessel construction. Shipyards based in Korea and China for example are able to engage in the production of uniformly designed ships including cargo, container and fishing vessels more cheaply than other yards around the world. As a European

shipyard, Factorias Vulcano has concentrated on the development of niche vessels that are typically more sophisticated and employ much higher levels of technology.

Throughout the construction of its complex vessel designs, Factorias Vulcano employs market-leading technologies to ensure that the yard is able to manufacture craft to highest standards of reliability and quality.

This was demonstrated during 1993 when Factorias Vulcano became the first DNV’s private shipyard to achieve ISO 9001 accreditation.

In the wake of this achievement the company maintained its focus on quality and later was awarded DNV Certification of Integrated

Mobile Ro-Ro ramp for Spain’s Port of Vigo

Management System for the design and build of steel vessels and offshore installations, in compliance with ISO 9001, ISO 14001 and OHSAS 18001.

Factorias Vulcano uses a block building technique during the construction of its vessels, delivering everything in-house from innovative design through to solid pre-fabrication activities and ultimately final assembly. Stateof-the-art technologies are applied during the construction including computer-assisted design, numerical control cutting, automatic welding, and laser controlled sizing. This means that Factorias Vulcano is able to build vessels with a high degree of advanced outfitting and quality. The Factorias Vulcano yard encompasses an area of 79,283m2 and is divided in several key areas, including an external 2300m2 metre prefabrication and assembly support area, a central prefabrication area of 7500m2 , including 3000m2 undercover, and a second similar sized prefabrication

hall to the south. The yard’s facilities are further complemented by a 1000m2 block painting shop, as well as a 170-metre long slipway and a north and south quay. Additionally Factorias Vulcano has further enhanced its production capacity through the investment of new roofing on its steel workshop and a new cover and lighting facility since 2013.

During its history, Factorias Vulcano has provided vessels for clients throughout Europe and around the world. In recent months the company has completed a number of projects for customers, including the completion during June 2015 of a large steel structure to be installed on a Baleària Group ferry to accommodate a natural gas generator.

The generator represents the first of its kind in Spain and will be fitted to the Baleària Group ferry, Abel Matutes, which currently sails the company’s Barcelona-Palma line. The generator is designed to supply power

SENER SENER is a multidisciplinary engineering company, 100 per cent private, with activities in the aerospace, defense, civil engineering, energy and marine sectors. SENER’s Marine Business Unit provides a broad range of services to shipowners, yards and other marine organisations, with special relevance in the area of concept design of vessels and offshore structures. SENER develops and markets the FORAN CAD system, the state-of-the-art computer application for ship design, used in more than 100 yards and design offices worldwide.

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Profile: Factorias Vulcano

Offshore construction vessels: Boa Sub C and Boa Deep C

Shipyard’s aerial view

to the ship while it is docked at port to maintain heating, electricity and air conditioning services, allowing the crew to disconnect the vessel’s diesel engines.

The construction of the structure containing the generator was subsequently loaded onto a barge for transportation to Navantia Repairs in Cádiz for installation.

The construction of the structure accounted for two months work and employed 35 workers. For the purpose of installation, 20 Factorias

Vulcano workers travelled with the structure and installed pipe connections between the generator and the ship’s boiler over the course of around 15 days.

In November 2015, Factorias Vulcano also launched a new mobile Ro-Ro ramp for Spain’s Port of Vigo. The launching ceremony of the mobile Ro-Ro ramp was held on the 27th November 2015 and will ‘increase the range of potential customers on the motorway of the sea’ between Vigo and Nantes, France. The new Ro-Ro system was implemented to significantly increase the operational windows of Ro-Ro operations at the Vigo port, where previously loading operations had depended on the state of local tides for the loading and unloading of trailers. The relief of what had previously been described as a ‘great problem’ is of significant benefit to logistical firms, particularly those associated with refrigerated loads and fisheries and will ultimately allow for greater flows of traffic through the port, resulting in significant economic benefits.

With the shipping market remaining highly competitive and activity levels staying low, Factorias Vulcano is committed to its strategy of delivering high technology developments. This enables it to be much more competitive against low cost manufacturers that may not have the skills to deliver these more complex vessels. Further to this focus, Factorias Vulcano announced in December 2015 that it has entered into a joint venture with AIMEN Technology Centre. Under the name Innflexion, the partnership will focus on the development of intelligent manufacturing techniques and high productivity for the shipbuilding industry. Through the development of innovative market technology and the provision of technically advanced vessels, Factorias Vulcano is set to remain a leader in innovation afloat.

Factorias Vulcano www.factoriasvulcano.com • Niche vessel design • New Ro-Ro craft for 2015 • Strong industry experience

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Profile: eriK thun ab

Sailing into the

future W

hen Shipping & Marine last spoke with Erik Thun back in March 2015, Deputy Managing Director, Henrik Källsson, discussed the company’s ambitions to reduce its environmental impact and help improve Sweden’s internal infrastructure through the use of inland waterways. Nine months on and the family-run ship owner has

begun to make progress in realising these objectives.

“First of all we have taken delivering of ‘Greenland’, which is a dedicated cement carrier for dry bulk with LNG propulsion,” Henrik highlights. “This is our first LNG powered ship and one of the world’s first dry bulk cargo vessels to use dual fuel propulsion, so it is a really big step for us.” Launched in October ‘M.V. Greenland’, was built by www.shipping-and-marine.com - 31

Profile: ERIK THUN ab

This is our first LNG powered ship and one of the world’s first dry bulk cargo vessels to use dual fuel propulsion, so it is a really big step for us

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shipyard, Ferus Smit BV for the joint venture, JT Cement, a co-operation between KG Jebsen Cement and Erik Thun. Significantly, the new ship will meet the most stringent emission criteria, as well as any new norms that might come into force in the future.

“It was a big challenge developing the vessel before the actual rules came into play but together with our strong partners we have come a long way and she is finally running on LNG power,” says Henrik.

Keen to continue the development of its fleet with LNG-fuelled vessels, in November 2015, the company announced the order of its second dual fuelled vessel from Chinese shipyard, AVIC Dingheng Shipbuilding, with delivery due in 2018. Aside from LNG solutions, Erik Thun has also been looking closely at how it can improve the environmental impact across its whole fleet and a number of options have been investigated. “We are always looking into new ways of reducing our bunker consumption for instance,” explains Henrik. “We have looked into scrubber technology but have found that this wouldn’t be the best investment on our fleet so right now we are focusing on how we can use less bunker fuels. This is being achieved with technology that enables

the engine to decrease its revolutions and increase propeller performance, as well as by continuously monitoring our consumption and looking at new ways of improving that.”

Erik Thun is also looking at implementing ballast treatment solutions across its fleet to meet new regulations. However, as Henrik explains, there are many challenges in rolling this out effectively. “We currently have two systems installed but we are finding that their reliability is not as good as we expected,” he says. “We are presently going through a process of testing to make sure they can work properly, before we introduce it to the rest of the fleet.”

As part of Erik Thun’s offering to its regional market in Sweden, the company has been focusing over the course of 2015 on improving seabased logistics. In May, in partnership with Ahlmark Lines AB and Verenigde Tankrederij, it appointed Johan Lantz as the new CEO of JV company, Avatar Logistics AB to manage solutions for the inland waterways in Sweden. “We really believe that there is potential for development of seabased logistic solutions both in Lake Vänern and in Lake Mälaren, because the regulations for traffic on the Swedish inland waterways are now about to be adapted so that shipping

can become more competitive,” says Henrik. “Additionally, we also see that the new types of sustainable maritime solutions that we will offer in the long-term, can replace road transport in highly congested and environmentally affected areas. We hope to see things really moving with this by the second quarter of 2016.”

As far as the next year is concerned, continuing as it has done will be key to Erik Thun realising its visions of greater market share and environmentally sound operations. At the end of 2015, the company took ownership of the 8000dwt m/t Nordic Trine vessel from Nordic Tankers to expand its footprint in the European 5000-10,000 dwt small product tanker sector. Bringing the company’s total tanker fleet up to 16 vessels in operation and 14 under its ownership, the acquisition puts the company in good stead as it looks to achieve these objectives over the course of 2016.

With global market challenges placing pressures on many of Erik Thun’s operations at present, ensuring that it can perform in the best way possible to support its clients is also central to the company’s strategy as it moves forward. “There will also be lots of focus on reducing costs across our different businesses and implementing best practice throughout all of these,” outlines Henrik. “Of course, we will also be looking further into many environmental aspects of the business, looking particularly at more LNG options. Then, in the longer term we will be looking at expanding our presence across Europe through JV partnerships, and beyond that considering international growth.”

Erik Thun AB www.thun.se • Established 1938 • Vessel owner and management company • Fleet of over 40 modern vessels

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Profile: Navig8 Group

Fleet of

Navig8

T

he world’s leading independent pool and commercial management services provider, the Navig8 Group boasts the most diverse trading fleet, from clean and dirty tankers, to chemical tankers and dry bulk. With an unrivalled fleet size, the versatile company merges this strength with leading commercial and operational teams with extensive market knowledge and a customer-orientated, flexible approach to business. Believing customer relationships are at the core of its operations and ongoing success, the group focuses on reliability and responsiveness throughout projects.

It has also accumulated a powerful network of charterer relationships and works with leading players daily. In addition, the group has the broadest pool member base, which has grown from one to 58 members since inception and encompasses partners 34 - www.shipping-and-marine.com

from 18 different countries around the world.

With 13 offices located across the world, Navig8 is able to provide close customer support on a 24/7 basis.

Moreover, by being local, the group is in closer proximity to its customers and regional markets. Meanwhile, by operating globally, the group is also able to assess wide trends and maximise on arbitrage opportunities when they arise.

To ensure it delivers a comprehensive, high quality service to its customers in all of the sectors it serves, the group has divided its operations into separate business lines; these include Navig8 Tankers, Navig8 Bulk, Integr8 Fuels, Navig8 Chemicals, & Navig8 Ship Management.

The Group also leverages the information flow generated through its commercial management activities as well as its in-house research team to identify key inflexion points in the

shipping market. The Group formed Navig8 Product Tankers, Navig8 Crude Tankers and Navig8 Chemical Tankers (separate and distinct asset owning companies) in order to take advantage of favorable acquisition opportunities during a low point the shipping market cycle.

Navig8 Chemical Tankers Inc. was formed in 2013 as a joint venture between the Navig8 Group and Oaktree Capital Management to capitalise on significant structural changes in the petrochemical industry and the continuing development of long-haul chemical trades.

Navig8 Chemical Tankers has put in place a cost-effective operating structure that it anticipates will enable it to grow the fleet efficiently over time while also managing any operating expense. To do this, the company has entered into a series of contracts for the provision of commercial, corporate and technical administrative services

by affiliates of the Navig8 Group; all of whom have the expertise to allow them to deliver reliable and safe operations under close supervision.

By entering into and maintaining such agreements, the division believes services will be obtained in a transparent and cost-effective manner.

Also within its strategy is a focus on optimising the employment of its fleet by deploying vessels in the spotmarket orientated commercial pools of its commercial manager. The division anticipates that, by operating within commercial pools, it can improve its TCE rates through increased vessel utilization and thus earnings. The final part of the company’s strategy is to operate a modern, high quality fleet while focusing on reliable and safe operations; to do this, the division will ensure its fleet meets stringent industry standards and continuously complies with customer requirements.

To do this, Navig8 Chemical Tankers

will maintain a comprehensive maintenance programme.

The company began operations with a fleet of 36 high specification fuelefficient newbuildings with exclusively modern eco-designs: including 18 x 37,295 dwt Interline-9001 coated chemical tankers, eight 25,000 dwt stainless steel chemical tankers, nine IMO II 49,000 dwt interline-9001 coated chemical tankers and two 49,080 dwt epoxy coated chemical tankers. The fleet features a complementary mix of coatings allowing for greater trading flexibility given their ability to accommodate multiple specialised cargoes with different grades and parcel sizes and providing an enhanced cargo resistance, reduced cleaning requirements and fewer cycling restrictions.

To ensure optimum quality, all vessels in the initial fleet have been, or will be constructed by leading

DA-Desk Since 2008, DA-Desk has been providing disbursement account (DA) processing services for Navig8’s port calls. As the largest and only independent port cost management services company, DA-Desk has supported Navig8’s impressive growth by pushing compliance with Navig8 policies, introducing process efficiencies, delivering economies of scale, and enabling better decision-making through analytics – right from agency appointment, pro-forma screening and advance funding, through to checking, closing and reconciliation of the final DA. With full VMS integration, a mobile app for their busy operators and an unyielding commitment to innovation, DA-Desk provides Navig8 with a scalable solution for the years to come.

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Profile: Navig8 Group

Port2Port Maritime Port2Port Maritime provides embarked maritime security for Navig8 Group.

It has now successfully delivered well in excess of 1250 armed transits.

Port2Port Maritime remains an industry leader in compliance, recently becoming the only UK PMSC to be certified to provide armed security on board French Flagged vessels. Through Port2Port West Africa, it provides bespoke services in Nigeria and the Gulf of Guinea High risk Areas (HRA). It is unique in the sector in that it can provide mitigation services for both East Africa and West Africa HRA’s.

Japanese and Korean manufacturers such as Hyundai Mipo Dockyard (HMD), Fukuoka Shipbuilding, STX Offshore & Shipbuilding, Kitanihon Shipbuilding and Hyundai Vinashin Shipyard.

The vessels have been arriving swiftly over the last year, with Navig8

Chemical Tankers announcing the deliveries of initial vessels Navig8 Victoria and Navig8 Almandine in January and February 2015. Navig8 Victoria is the first of two ECO 49,000 dwt chemical tankers to be constructed at Hyundai Vinashin Shipyard, while Navig8 Almandine is the first of 18 ECO IMO 37,000 dwt chemical tankers to be contracted at HMD. Both vessels entered Navig8’s pools, with Navg8 Victoria entering the Chronos8 pool and Navig8 Almandine entering the Delta8 pool. More recently, the company announced that it had delivered the 18th IMO2 interline-coated 37,000 dwt chemical tanker from Hyundai Mipo Dockyard in January 2016; the vessel then entered and operated in Navig8 Group’s Delta8 pool.

Meanwhile, in December 2015, the company announced it had exercised an option to acquire another 49,000 dwt ECO IMO II interline-coated chemical tanker, which is to be built at STX Offshore & Shipbuilding to the same technical specifications as Navig8’s pre-existing orders with the shipyard and is anticipated to be delivered in mid 2017 before being deployed into the Chronos8 pool.

Today Navig8 Chemical Tankers Inc has 20 vessels in operation under the Navig8 chemical pools and has an additional fleet of 17 high specification chemical tankers on order; taking the total fleet to 37 units. The remaining vessels are due for delivery by September 2017. Delivered vessels have been employed in the spotmarket oriented commercial pools of the Navig8 Group.

With a strategy for success in place, financial security and a wealth of vessels that continues to increase in number, Navig8 Chemical Tankers and Navig8’s commercially run chemical pools are on a direct route for success within the chemical tanker sector.

Navig8 Group www.navig8group.com • Provider of shipping management services • Unrivalled combination of fleet scale, diversity and vessel quality • Vast number of new build vessels on order

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Profile: YARA MARINE TECHNOLOGIES

A greener

way Y

ara Marine Technologies came into existence in 2014 following the acquisition of Greentech Marine, founded in 2008, by global industrial chemical corporation Yara International. With scrubber technology relatively new to the shipping industry Yara Marine Technologies occupies a global position amongst the top flight of manufacturers, and is often seen to be leading the way. “We were the first into the market with inline scrubbers,” begins Chief Sales and Marketing Officer, Kai Latun. “Now there are no other inline scrubber manufacturers in the market with the same level of experience as us in terms of operational hours.”

In a burgeoning and ever-evolving market such as marine scrubber technology, being able to drive innovation and cost effectiveness into its products is crucial for Yara Marine

Technologies to maintain this leading position. However, there are three areas where Yara Marine Technologies offers competitive advantages. “Firstly we have a scrubber system that has been proven to work since 2011 and have therefore developed a lot of experience and understanding,” he says. “Secondly, is our emphasis on lifetime durability of the scrubber tower.

“This is a system that is exposed to an extremely aggressive environment in terms of corrosion because it sees large temperature variations from ambient right up to 400 degrees Celsius and is hosting a combination of alkalis and acids mixed with sea water. We use fairly sophisticated stainless steel materials to provide long term durability in line with the actual vessel’s lifetime, reducing the risk of corrosion breakdown and expensive replacement costs.

“Finally is the fact that we offer www.shipping-and-marine.com - 37

Profile: YARA MARINE TECHNOLOGIES

Being the largest supplier of marine NOx emissions abatement equipment (SCR reactors) we are the only complete onestop-shop for all required emissions abatements equipment to marine customers magnesium oxide (MgO) as the alkali in closed-loop applications, as opposed to caustic soda (sodium hydroxide – NaOH), which other manufacturers use.” When operating in zero discharge areas a vessel’s scrubber systems automatically switches to a closed-loop cycle, reusing the seawater with an alkali ensuring the scrubbing process continues as required. “There are two reasons why we use MgO over caustic soda here,” explains Kai. “Firstly, caustic soda is hazardous in use for the ship’s crew, whereas MgO is completely harmless. Health and safety always features very heavily in everything Yara Marine Technologies commits to, so this consideration is important.

“The second advantage is that MgO has a far lower operational cost. The price per tonne is more or less the same as caustic soda depending on variations, but the volume of MgO required in a scrubber system is only approx. one quarter of your corresponding caustic soda requirement. Being this much more efficient, the cost per system is far reduced in comparison, both in terms of alkali consumption cost and with respect to required storage space onboard.”

In terms of the market conditions Kai notes that competition is 38 - www.shipping-and-marine.com

tough with many other players quickly adopting similar designs and innovations. Pressure is further increased in a global shipping economy where – thanks to such low oil prices – ultralow sulphur bunker fuels are still providing cost effective solutions to overcome ECA (emission control area) challenges. Despite this he remains confident that by continuing to push on with innovation Yara Marine Technologies will be able to remain on top. “One of the good things about having an international corporation such as Yara as our owner (one that employs over 12,000 people across 150 countries and turns over USD 15 billion), is the vast research and development capability it gives us,” Kai adds.

In October 2015, cruise ship M/V Norwegian Escape set sail for the first time with the world’s largest scrubber system installed onboard. The system, which is made up of five Yara Marine Technologies scrubbers – one for each engine – is reducing the sulphur emissions of a combined engine power of 76.8MW. “The market has been somewhat hesitant to make the move to scrubber technology mainly because of the low price differential between heavy fuel oil and marine gas oil,” says Kai. “However, despite the challenges this is creating, the response

to this announcement has been positive. I don’t think everyone in the industry truly realised that you could successfully operate a scrubber system of that magnitude.”

In addition to its scrubber offering, Technologies is also the world’s largest supplier of marine SCR (Selective Catalytic Reduction) equipment, following the acquisition of German manufacturer, H und H in 2013.

“As of January 1st 2016, IMO now regulates nitrogen oxides as well as sulphur oxides emissions,” Kai notes. “Being the largest supplier of marine NOx emissions abatement equipment (SCR reactors) we are the only complete one-stop-shop for all required emissions abatements equipment to marine customers.

Competitors either offer SOx scrubbers or SCR reactors, we do both.”

With such a strong platform already established for itself, the future for Technologies looks set to be fruitful

and Kai reflects this sentiment as he looks towards the company’s future.

“Quite simply the vision is to grow – knowledge grows,” he says. “To maintain our large market share and to continue developing new products to bring value to our customers.” He is also confident that more and more opportunities will open up and market uptake of scrubber technology will increase as time goes by. “The IMO is currently evaluating whether it is feasible to implement a global 0.5 per cent sulphur limit on fuel in 2020,” he notes. “They are looking into whether there are sufficient levels of lowsulphur fuels or alternative solutions like scrubbers available for such a regulation to be possible. However, my opinion is that with the current economic and political environment surrounding global climate change as it is, it would be unfeasible for them not to bring in such standards and it will be interesting to see what opportunities this brings for us.”

Yara Marine Technologies www.yaramarine.com • Formerly Greentech Marine • Now part of Yara International • Recently installed the largest scrubber system in the world

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Profile: Bogerd Martin

Top of the

charts

W

ith roots dating back as far as 1911, Bogerd Martin has achieved over a century of proven experience in the supply of charts and nautical publications to the marine industry.

The company has developed a leading reputation in the field of critical navigational data and today operates as one of the largest global distributors of charts and nautical publications in both digital and print formats.

With a strong global presence, Bogerd Martin is able to respond to customer requests for printed and electronic charts that ensure vessels receive critical navigational data wherever they are in the world in a rapid, accurate and efficient manner.

From its headquarters in Antwerp the 40 - www.shipping-and-marine.com

business has strategically expanded its presence with offices in Shanghai and Tianjin in China, from where it not only provides charts, but also technical and safety equipment to bustling shipyards, including a significant quantity of electronic chart display and information systems (ECDIS) developed by PC Maritime.

Furthermore, during January 2014 the company established a new office in the heart of Hong Kong’s shipping community to help it meet the needs of its clients in the region. Additionally in September 2015, Bogerd Martin opened a new sales office in Athens in support of the Greek market.

“We opened up our sales office in Athens to be closer to the Greek region, which is a very large market.

Certainly when it come to trends

such as the transition from paper to digital charts, it is necessary to have a local presence so that we are able to support our customer base,” explains Managing Director, Michael Martin.

“Our previously opened Hong Kong office has progressed extremely well.

We have enjoyed a very positive year during 2015 and clients are aware of our presence, which has led to strong business.”

Since the company was last profiled

by Shipping and Marine magazine during March 2015, Bogerd Martin has released the latest edition of its Chart Track Navigator tool for the managing of inventories, orders and corrections on board ship.

Designed as a user-friendly computer programme, Chart Track Navigator enables a vessel’s crew to list their

inventory, to activate or deactivate geographical areas depending on the ship’s route, as well as to download vessel-specific notices to mariners and tracings via email. Chart Track Navigator software further allows crew to visualise paper chart holdings on a digital catalogue and easily select charts that are required for the coming voyage. “Chart Track is a programme has existed for around 12 years now and we have recently upgraded the programme to provide clients with a completely different look, an improved interface and a new catalogue that can be used to select specific charts and publications,” Michael elaborates.

“With the ongoing transition within the maritime industry from paper to digital charts, there is a need to have a simplified platform with which to manage all the data that requires updating. The principle difference between electronic navigational charts (ENC) when compared to working with paper charts is that when clients buy a paper chart, they will use it for two to three years or whenever an updated version is released. The use of ENC means that users are actually renting the chart data for specified amounts of time, which can be anything from three to six or 12 months as required.”

By allowing clients to purchase navigation data for specific routes and timescales as required, Chart Track Navigator offers an effective and cost effective solution when compared to traditional paper charts. Previously when ship owners and vessel managers acquired new tonnage, they would supply the new vessels with all of the required paper charts for the foreseeable future. The ability to digitally purchase charts as required, as well as to effectively manage vast chart catalogues represent significant strengths that have enabled Chart Track Navigator to establish itself as a trusted navigation solution within several maritime sectors. “Chart Track Navigation is very well suited to the tanker trade for example, because these kinds of vessels are very carefully vetted. One of the issues that always checked by oil majors and industry regulators is the correction of charts.

Consequently electronic solutions for managing those charts are very popular in this sector,” Michael says.

“Additionally, we are also active across the entire field of vessels and have a very large number of offshore clients. Although offshore vessels have a limited number of charts on board, they often operate within areas where it is not easy for them to receive www.shipping-and-marine.com - 41

Profile: Bogerd Martin

parcels and supplies, so it is much more convenient for them to receive charts and corrections electronically.”

Through its commitment to on-going product development, incorporating its vast base of industry experience and close attention to the

needs of its clients, in addition to a dedicated aftersales support team, Bogerd Martin has enjoyed a strong history of success. This was typified throughout 2015 by an extremely positive year for the company, as Michael reveals: “This year has been a remarkably good year for us, after two or three years of relatively flat sales, we have had a huge boost this year. In fact sales are up by almost as much as 40 per cent when compared to 2014. We have seen an increase in turnover with a number of our existing customers because a number of them have acquired new vessels or in the case of ship management companies, they have taken more ships into management. I think that the fact we do offer an extremely high level of service and have done so for a long time means that customers are aware of us and know that we will take care of them. In this business it is important that clients come back to us every day with lots of small orders and it is only possible to do this with excellent client service.”

As the company prepares to navigate into 2016, Bogerd Martin will continue to support clients in the transition from paper to digital charts, while continuing to ensure that accurate paper charts and nautical publications remain available. “The transition from digital to paper requires a lot of effort from ship owners and ship managers, in terms of implementation, training and so forth. Therefore they require a partner who can help them manage all of the data that needs to be installed and maintained,” Michael concludes. “We have an entire digital team that is dedicated to this project and this will be something that we will continue to focus on. We are keen to increase our penetration into the digital market as paper charts become less common.

Paper charts will not disappear completely, but certainly there is a migration to digital solutions and Bogerd Martin is at the forefront.”

Bogerd Martin www.martin.be • One of largest distributors of charts and nautical publications • Recently updated the Chart Track Navigator programme • Strengthened foothold with new office in Hong Kong and sales office in Athens

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Profile: Protection Vessels International

Threat

protection S

hipping and Marine last featured Protection Vessels International Ltd (PVI), the world’s largest private maritime security service, back in April this year. Over the months that followed the company, which is a part of Protection Group International, has made significant progression in terms of growing its business and providing critical services to an industry that faces ever present threats in the world’s shipping regions.

“Over this time PVI has had a successful year in which our top line sales and volume have grown quite pleasantly at a time when the industry as a whole is shrinking,” begins MD, Matthew Parker. “To start with, we have implemented a lot of efficiencies across the business to make sure our standards of compliance are still the highest in the business, whilst ensuring that our

profits continue to increase so that we can re-invest in the business. We have also strengthened our supply chain, which we own ourselves, so we have vessels in the Red Sea that enable our re-supply and ongoing operations, and we also have a significant hub in Galle in Sri Lanka. This really sets us apart – recent changes in Galle with ongoing political instability in the region has been really significant as we have invested heavily there, whilst others have not.

“We have also developed our intelligence product, which includes a free risk portal providing users with a geopolitical risk analysis tool enabling them to measure and understand risk in different areas of the world.

From this we can generate bespoke reporting and monitoring of events in specific jurisdictions.”

Compliance is where PVI is really able to set itself apart from the industry and over the last couple of www.shipping-and-marine.com - 43

Profile: Protection Vessels International

months the company has successfully passed its ISO audit and reapplied for its German Flagged licence. Matthew puts this down to the people it recruits and the continual training programme they are put through.

“The screening and vetting of any applicant wanting to work for PVI is extremely stringent and the bar is high,” he says. “Not only do we want lots of relevant military experience but also private sector experience.

Our refresher training and ongoing programme to bring people up to speed on the threats they will face and the changing environment in the specific geographies they will operate in is second to none.”

Outside shipping, the two areas of offshore oil and gas and telecoms have also been key markets for PVI over the last year. Despite challenges from the current oil price putting pressure on the company’s operations in the offshore sector, PVI has established strong and long-lasting relationships with clients who call upon its security services all across the globe. “In terms of telecoms we have made a big push into this market recently and are working a lot with subsea cable layers as well as onshore installation builders and suppliers across Africa,” says Matthew.

Its ability to offer such a professional and responsive service to the international market is absolutely key to PVI’s success when considering the volatility of global politics. “It is always a rollercoaster ride because we are constantly responding to 44 - www.shipping-and-marine.com

global macroeconomic events, including events in Syria, which are reverberating across oil prices, and therefore the shipping industry,” he adds. “We are constantly cutting the cloth to listen to the pressures that our customers are under and try to respond to those as best as we can, whether they be new threats from cyber security or traditional threats at sea. Piracy, for instance, is constantly changing in form, so we try to respond to that, listening to our customers and what their needs are and providing them with a solution or service to fit.”

One such event, which has required PVI’s flexible response, is the ongoing migrant crisis in the Mediterranean.

Not least has this caused issues for many of the company’s clients who have had to divert or delay course to avoid getting caught up in the problems, but PVI has also played a significant role in ensuring the best support can be provided to the situation. “Some vessels have taken several thousand migrants onboard at a time and that can be a massive headache for operators,” Matthew explains. “Our services revolve primarily around training in the first instance to prepare crew for the event of picking people up, so things like vetting and screening people coming onboard, having safe areas, reception centres and making sure they are properly equipped with medical supplies and other things that will make life onboard more bearable in the situation. We also do a lot of

medical training to make sure the crew are fully up to speed with the sorts of things they will encounter, and this extends to post-traumatic stress management so that we can look after the crew and support crew who may not be psychologically prepared to deal with this type of situation.”

Other geographies of particular focus for PVI are the Indian Ocean, although India’s west coast has become less of a risk more recently, the Persian Gulf, South Africa, Red Sea and Sri Lanka. “We’ve also been quite active in the US, where we deal with a lot environmental activists and the threat from NGOs,” says Matthew. “For example, we have been supporting the exploration activities of oil companies and making sure we can help them maintain their business continuity from some of the softer threats such as Greenpeace, who we have previously dealt with on Arctic exploration projects.”

As PVI looks ahead, it is keen to help build resilience in the market towards terrorism, which Matthew notes doesn’t have to be a major worry but is important that the crew are trained and confident to deal with worst-case scenarios. It also sees developing issues in South East Asia with maritime crime becoming an increasing problem for which PVI is prepared to deploy guards and provide training to overcome.

Elsewhere the company will be looking at expanding its footprint

complacent however, as piracy and other dangers continue to evolve and emerge. Ultimately, we will be prepared to assist them whatever their need be, as we are a company that is here for the long term. I also think there is a major opportunity for us in the cyber domain where we have become preeminent amongst UK cyber security companies and we are well poised to take advantage and support new and existing customers as and when the need arises. This is both in terms of pre-empting a cyber attack or in the wake of an increasing number of attacks happening.”

in telecoms as cable upgrade and extension projects become busier, as well as preparing itself to react as soon as the oil and gas market picks up and increased exploration activity will demand more security.

PVI’s parent company, PGI, has also made significant progress with its cyber security division over the last year, which has developed its reputation inline with the growing success of PVI. “We are a cyber security consultancy and solutions provider as well and we have been able to up-sell this through the shipping and offshore industries,” Matthew says. “The services that we provide here can be anything from awareness training for senior executives and operatives to understand how to protect themselves from cyber attacks and malicious software, through to monitoring software and hardware systems. This is supplemented by a response service, so forensic investigations of cyber breaches in order to take appropriate steps to protect against future threats to commercial activity. This business is going very well and there is a growing need to protect against this across the world in all industries.”

In terms of the future Matthew continues: “PVI will continue to adapt to the changing environment in the Indian Ocean. I think in the maritime security industry we will see consolidation in the market place forcing a lot of smaller companies to close their doors. This will create opportunities for us, being a

financially stable organisation with very strong investor backing, to either bring these companies on board or support customers when these businesses shut down.

“I don’t think it is a time for the shipping industry to become

Protection Vessels International Ltd www.pviltd.com • The world’s largest private maritime security service • Demonstrates unparalleled compliance within the industry • Has a successful and growing cyber security arm

Your agent for Suez Canal transit and operations calls in Egypt

A.G.T. Shipping Agency and Marine Services is a joint venture between A.G.T. as the Egyptian partner and Naxo Group as our French Partner.

The idea of creating this company came after many years working separately in the shipping business in Egypt. Our activites extend to attending all types of ships using the Suez Canal and calling at Egyptian ports for cargo oprations and tourism purposes.

Aiming at satisfying our customers, we always provide our clients with accurate estimations both for Suez Canal transit and for cargo operation calls. We are equipped with a modern communication system enabling our customers to contact our staff 24/7 when urgent matters require speedy reaction.

Services include: • Crew change • Spare parts delivery • Ships store and provisions • Fresh water supplies • Repairs • Medical assistance • Bunker nomination • Cargo and hull surveys • Lube nomination • Stevedoring • On/Off hire survey • Custom clearance • Attendance to passenger ships, Tramp and Liners Covering the ports of: Damietta, Alexandria, Dekheila, Abu kir, Sokhna, Suez, Safaga, Shar El-Sheikh, Al-Tour, Hurghada, Arish, East Port Said, Port Said and Nuwaiba.

For more information contact us on: +20663249815 • +2063321937 Email: operations@agteg.com • www.agt-eg.com

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Profile: Team tankers INTERNATIONAL

Built on

tradition

T

he Team Tankers International that exists today can look back on a long and proud tradition in the shipping industry to origins as far back as 1883 with the foundation of Camillo Eitzen & Co. Through a continual process of acquisition and restructuring the company has developed over the years to become one of the world’s leading chemical tanker businesses.

Formerly known as Eitzen Chemical, as of January 2015, the company began operating under its new name following a global reorganisation that saw the firm’s international headquarters move to Bermuda, and operationally managed from subsidiary offices in Singapore in Norway. In February 2015, Team Tankers International was listed

Hempel Hempel is a world-leading coatings supplier for the decorative, protective, marine, container and yacht markets. From wind turbines and bridges to ships, power stations and homes, its coatings protect man-made structures from the corrosive forces of nature.

With a focus on R&D, advanced production techniques and professional advice, it works around the globe to keep its customers’ investments safe and beautiful. Its concept is simple: it is curious, creative and self-critical, and aims to create extra value for its customers.

on the Oslo Stock Exchange and a successful year followed.

Being amongst the top ten largest chemical tanker operators in the world, in terms of both fleet number and average vessel size, Team Tankers has established over a long history a reputation for leading operational capabilities, an insatiable appetite for growth and an exemplary attitude to delivering value to its customers. Its main cargoes range from organic and non-organic chemicals to clean and dirty petroleum products, vegetable oils and lubricant oils. At present the company has a fleet of 43 active ships with an average age of ten years making Team Tankers’ fleet one of the youngest and most modern in the world. These include 32 owned vessels and 11 charters between 3500 dwt and 46,000 dwt, with a 42 per cent to 58 per cent split between stainless steel and coated, respectively.

Manned by 1250 experienced crew members and supported by 80 onshore employees in seven strategically placed offices around the world, in 2014 Team Tankers carried 48 different cargo types for 189 different customers. This translates into 9.1 million tonnes

of cargo across the entire year with 787 voyages between 2833 ports in 97 countries. Offices are currently located in the USA (two), Bermuda, Norway, Denmark, Spain and Singapore. Operating on such a global scale, Team Tankers’ main trade lines bridge all the key chemical supply markets in the US, Northwest Europe, Singapore and the Middle East to the main importers in Europe, Asia and North America.

The strategic focus for Team Tankers continues to be on organisational growth and a look at its activities for the past year clearly demonstrates this. Company President and CEO, Hans Feringa joined the team in September 2015 and Executive Chairman, Morten Arntzen commented at the time on the ambitions of Team Tankers under Hans’ leadership: “We are delighted that Hans will now be leading the company as it focuses on growth and expansion. He brings unequalled industry experience and an outstanding track record of success. His insights and experience will drive Team Tankers’ strategy to excel at serving our clients and their markets in the years ahead.” www.shipping-and-marine.com - 47

Profile: team teankers INTERNATIONAL

The new livery of Team Tankers

Hans himself followed on by saying: “The employees of Team Tankers have a long and proud tradition in the shipping industry, and I am honoured to uphold this tradition while leading the company into new areas of opportunity. The company’s commitment to providing value to its customers will establish it as a market leader in the market segments in which we will compete.”

Following this move and illustrating this refined strategy of growth, a month later the company 48 - www.shipping-and-marine.com

announced that ABN AMRO Bank had joined its existing loan facility increasing Team Tanker’s loan by $50 million to $150 million. In the same month, the company announced that it would be time chartering two 13,000 dwt coated vessels for one year, which are expected to be delivered in the first quarter of 2016. Further committing to fleet expansion, in November the company took delivery of one MR IMO II vessel for a time charter of one year, and announced the purchase of one 8900-dwt stainless steel vessel, also to be delivered during the first quarter of 2016. Keen to maintain the upto-date fleet and focused operational strategy this coincided with the sale of two of Team Tanker’s oldest vessels, the Sichem Houston and the Sichem Fumi, which were both no longer a fit for the fleet’s focus.

This assertive effort to stimulate growth and expansion in the market correlates with present market forecasts. These see regions in

the Middle East, India and North America becoming even more prominent in the chemical trade industry as a result of growth in chemical plant and petroleum refinery capacity within them. The company also foresees the US’s increased shale gas development having a positive effect on the demand for long haul chemical tanker transportation.

Operating successfully in the international market however, does not purely mean operating in a financially streamlined and strategically focused way for Team Tankers. Alongside this runs a dedicated set of values, which are neatly summed up by its strap line: ‘Superior commitment to customers and quality creates value.’

Under these ambitions, the global organisation focuses on safety and the environment, the quality of its service, its commitment to both its customers and people, as well as the encouragement of new thinking and proactive development. Central to the way it conducts its business under these commitments lay the three integral values of respect, commitment, and honesty, which are directed both towards its people and the environment in which it operates.

Team Tankers International www.teamtankers.com • Amongst the top ten largest chemical tanker operators • 2015 seen a major organisational restructure and new leadership • Clear plans for growth with new vessels added to fleet

Profile: Westcon Group

A flexible

service R

enowned as a leading provider of innovative solutions, services and products as well as a trusted partner in activities such as shipbuilding, vessel repair, power and automation and lifting services, the Westcon group established itself as a group of companies in 2011, with Westcon Yards, Westcon Power & Automation (WPA), Westcon Florø and Westcon Løfteteknikk all operating under the same umbrella.

This way of working has further combined the expertise within each division, which has naturally provided customers with increased benefits.

Consisting of four modern shipyards, each of which is equipped to carry out the most demanding vessels and rig contracts, Westcon Yards is defined by its efficient mobilisation of personnel and its resources as well as its ability to

complete projects on time. The group has three rig quays in Olen, one in Florø and one in Helgeland, which means it has plenty of space to accommodate many rigs at the same time and ensure optimum reliability to customers. However, capacity is just one part of its strengths; Westcon Yards also has strong expertise in project management and engineering as well as a tradition for dealing with challenges, which means the yard can deliver what it promises to customers.

Furthermore, Westcon can perform complete engineering, maintenance and modification projects on drilling rigs even if they are not in its yard; its success factors include strong rig awareness, excellent implementation ability and advanced use of 3D methods. Meanwhile, as Norway’s leading provider of cranes and heavylift services, Westcon Løfteteknikk offers access techniques, control and

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Profile: Westcon Group

certification, courses and training.

Westcon Power and Automation offers expertly tailored solutions that meet each customer’s unique needs, while Geo is the group’s site for its several seismic vessels; these offer cutting-edge seismic technology.

Westcon also has a Subsea department that produces and supplies advanced constructions for the subsea market. It sets high standards for the execution of its projects, something that ensures that the customer receives a finished product that is in accordance with their expectations regarding quality, costs, and delivery time.

All these departments benefit from a comprehensive, well integrated IT system called WIN (Westcon Information Systems). Introduced in 2014 WIN is a system for data collection, processing and control. Its objective is to document and provide an accurate overview of everything relevant to ongoing projects. It will also handle wage documentation and payment certificates, and generate the financial reports needed. WIN also includes systems for inventory and logistics, accommodation and dining, personnel, QA and HSE, document control and IT control system. “WIN brings significant advantages for our customers and 50 - www.shipping-and-marine.com

meeting the needs of our customers is crucial. The feedback we have received after the implementation of WIN is unanimously positive. Our customers can now receive reports in more varied formats that are better tailored to their own IT systems. In general, WIN provides customers with a far better overview than previously,” states Arne Birkeland, CEO of Westcon Group.

Continuing a tradition that has been in place since its inception in 1963, the Westcon Group of companies has continued to evolve in line with market trends and customer demands since it was previously featured in Shipping & Marine magazine in February 2015. For example, the group invested in two pipe bending machines during the year, with the smaller of the machines delivered in March and the world’s largest machine arriving in the summer from Unison. “Now that we have the largest electrical bending machine in the world operating at our site, we are now heavily involved in bending pipes and can cold bend up to ten inch pipes resulting in much shorter delivery time and cost than before,” adds Arne.

Indeed, the ground-breaking larger pipe-bending machine is able to bend pipes up to ten inches in diameter in approximately half an hour; this is in comparison to a bend that previously

took 16 hours of cutting out parts, bending and welding; the smallest machine, meanwhile, can bend pipes in under a minute. With lasers and computers controlling all parts of the pipe bending process, accuracy is at such a level that piping can be delivered to the subsea and aerospace industries.

Determined to succeed in a challenging market, Arne says the group has also invested in other areas of the business: “We have also invested in fabrication halls and new equipment and have a large hall for upgrades and modifications for BOPs and thrusters for the drilling rigs that we can do completely in-house as we have significant lifting capacity and height. As we speak we have a BOP maintenance job ongoing, which is going well and are also preparing to add drilling rigs at our yard in Florø.

We already have a quay side, cranes and an access system available, so we are ready to roll when the market picks up.”

Other major contracts within the group include WPA being contracted to deliver the innovative energy storage system to Eidesvik Offshore’s LNG fuelled vessel Viking Energy.

Developed by WPA and based on its e-SEAMatic platform with associated power electronics, the battery system

solution will reduce fuel consumption by 15 – 20 per cent. “The battery concept is due for delivery in 2016 and has been developed to store energy to ensure customers use it in the most efficient way. These systems are now coming onto the Norwegian market from several players so we are extremely pleased that we were chosen to provide this system. We also see opportunities for this system in the ferry business in Norway so our initiative is ongoing,” notes Arne.

Not a company to rest on its laurels, WPA announced in January 2016 that it had signed a four-year operating agreement in electrical and instrumentation with Statoil, which applies to projects at processing plants for gas at Kårstø, and also contains options for five times two years. No stranger to working with Statoil as a group, the business Westcon Løfteteknikk has also been awarded a frame agreement with Statoil for the delivery of lifting

equipment containers in addition to the competent control of non-complex lifting equipment. Discussing why Westcon Løfteteknikk was chosen for this project, Arne states: “We have been working on these solutions for many years and have finally been successful in entering this frame agreement with Statoil.”

Although the market is currently challenging for many in the shipping and oil and gas industries, by investing in new equipment and facilities Westcon Group has helped cement its leading reputation while also ensuring it is ready to support larger and heavier vessels and rigs when they come into the market.

Westcon Group http://westcon.no • Family owned and run business • Awarded contracts with oil majors such as Statoil • Invested in the world’s biggest electrical pipe bending machine

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Profile: CTRUK Boats

A fresh

approach

F

ounded in 2010 in Brightlingsea, Essex, CTruk Boats began operations with a vision to take the design of offshore wind farm support boats to a new level. Discussing the company’s developments over the last six years, Sebastian Shillaker, Managing Director at CTruk Boats, begins: “CTruk Boats was founded in 2010 by Andy White and has since found a niche within the Offshore Windfarm Market for multi-purpose vessels. Since 2010 CTruk has become the UK’s second largest Wind Farm Service Vessel Supplier and specialises in advanced FRP composite construction; we also utilise vacuum resin infusion, which is one of the reasons CTruk is so innovative.

Key to our success is the fact we have continually strived to meet the demands of the offshore wind market by developing and improving vessel designs throughout the years.

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“We currently build a range of FRP composite multi-purpose catamarans for the Offshore Windfarm, Security/ Military and Survey sectors. However, we are always looking to stay ahead of the competition and regularly partake in research and development activities; we also focus on finding new sectors and ways in which we can improve creating the best vessels possible for our clientele.”

This commitment to delivering a higher standard of support to those within the offshore industry resulted in the creation of the CTruk MPC19 multi-purpose catamarans, which boast the company’s bespoke, patentapplied flexible pod system. Offering incredible versatility, the flexible deck pod system enables the boat to be reconfigured in a matter of hours, thus enabling it to carry out a variety of tasks and be used for projects such as crew transfer, blade inspection, paint inspection, generator refuel and

With such features as full ballistic protection including bullet resistant glazing, internal crew and troop shock mitigating seating this vessel is a revolutionary step in the maritime patrol and military vessel market.” Based on a proven offshore support vessel design, the CTruk THOR11 can be configured as a force protection craft, with a remote weapon system controlled within the craft, a troop carrier, with a focus on the safe and efficient transport of troops to other vessels or beaches or riverine, a patrol vessel that provides extra fire power with quick response and high maneuverability features.

Meanwhile, in January 2015 the company announced it had signed

D.B. Marine (Essex) Ltd Based on the east coast D.B. Marine (Essex) Ltd was originally formed 35 years ago, carrying out marine engineering on commercial fishing and privately owned vessels. Over the past years it has diversified into the wind farm industry and has carried out the installation of the main propulsion system for C Truk boats supplying generators and equipment. D.B. Marine is also a dealer for the Beta Marine range of both propulsion engines and generators and the Seatite range of deck hatches.

the examination of turbine integrity.

“CTruk is also able to create bespoke pods for their clients suitable for many different applications such as dive, scientific, fishing, survey, leisure and so on,” adds Sebastian.

In the first two years of business alone, ten of these boats were delivered to operate on offshore wind farms to provide support throughout projects around the UK. Today, a team of more than 50 technicians strive to build safer, faster and more enhanced composite high-speed vessels that are more cost-effective and innovative than before. These vessels will not only have applications in the offshore wind market, but also the military, security, expedition yacht and commercial sectors.

Elaborating on a recent military contract, Sebastian highlights: “In 2013 we built THOR11 which is a prototype vessel that was designed specifically for military purposes. www.shipping-and-marine.com - 53

a deal with the Port of London Authority (PLA) for a new purposebuilt hydrographic survey catamaran named Maplin, which was delivered in February 2016. The 17 metre CTruk vessel, which boasts a hydro-dynamically optimised twin hull design for smooth passages through the water, replaces the PLA’s Yantlet and will continue the PLA Hydrography team’s vital survey work that ensures safe navigation on the Thames. Able to accommodate up to 12 people (two crew and ten passengers), the vessel’s features include water-jet propulsion, a multi-beam sonar platform, a cruise speed of 18 knots, a survey speed of two knots; top-of-the-range echo sounding systems and ancillary survey equipment, a deck that can take loads of up to one tonne per square metre and a foldable knuckle crane.

Integral to delivering optimum quality, cost-effective and cutting edge vessels is the company’s forward-thinking approach to design and production. For example, CTruk Boats uses an innovative vacuum infusion process that ensures composite boats are built to the highest possible standards while also saving up to 40 per cent on weight. Not only giving the CTruk range of vessels a smoother, more hydrodynamic shape when 54 - www.shipping-and-marine.com

Profile: CTRUK Boats

underwater than aluminium boats, the resin infusion composite also gives CTruk’s boats a strong and robust structure that reduces overall vessel weight while also providing significant time savings during operation and maintenance routines. Moreover, the resin infusion composite also offers cost savings in lifecycle maintenance and servicing.

Overall, the reduction in weight provides customers with a greater payload, range and speed, while the closed process of manufacture virtually eliminated potentially harmful volatile organic compound (VOC) emissions.

To maintain optimum quality throughout production, the company has developed a modular manufacturing process, which not only increases production efficiency but also reduces build time.

Complementing this development in manufacture are the company’s

effective working practices, which are at the very core of its ethos alongside the delivery of safer, faster, better and more cost-effective solutions.

By merging all of these strengths together, the ISO 9001:2008 certified company ensures customers receive marine craft and systems that are fully compliant with their operational requirements while also meeting their unique needs.

Always seeking out a fresh approach to the design and build of vessels, CTruk will continue to up the ranks against competitors in the production of composite high-speed marine craft while also identifying market spaces where it can improve an existing product to offer customers a safer, better, faster and more costeffective solution. “Over the next 12 months we will be focusing on the survey and security market to further develop our vessel portfolio,” concludes Sebastian.

CTruk Boats www.ctruk.com • Designs and builds high-speed marine craft • Uses a cutting-edge vacuum infusion process to save on weight • Launched a new class of military workboat in September 2015

Scott Bader Scott Bader is a €237 million global chemical company with over 60 years’ of technical expertise. While Scott Bader’s headquarters is based in the UK where it has purpose-built, state-of-the-art technical facilities that provide R & D as well as complete evaluation, testing and application support - it has manufacturing facilities in Europe, the Middle East, India, South Africa, Canada and South America.

More recently, Scott Bader has established a close working relationship with CTruk Boats Ltd. To further reduce weight, increase productivity and cut labour costs, Crystic Crestabond and Crystic Crestomer 1152PA structural adhesives are specified in all of CTruk’s composite marine craft for structurally bonding in hull stringers and bulkheads, transom sections, engine beds, deck sections and for hull to deck joints.

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Profile: Kuenz

First-class

technology

F

ounded in 1932 by Hans Kuenz, family-owned company Kuenz started out as a manufacturer of tower construction cranes before shifting its focus towards the production of container cranes; a development that was followed by progression into the manufacture of hydro power equipment. “In our early days we were more or less a German speaking company, however, over the last decade we have become more of an international company as a result of demand from Europe and North America. Although these markets are where you will mainly find our container cranes and hydro equipment, our products can be found all over the world; in fact, we are one of the few European companies to be selling cranes to China,” begins Michael Geiger, Sales Director at Kuenz.

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Today viewed as one of the oldest and most prestigious mechanical engineering companies in the western region of Austria, Kuenz has built a solid reputation for offering first class products and services from one source and boasts a turnover of e100 million. By acting as a one-stopshop, Kuenz is able to control the entire process from design, production, installation and commissioning, to after sales support; all of which are delivered while following best practice standards to ensure optimum quality and reliability. Meanwhile, the company boasts a high number of qualified and competent engineers, who are dedicated to ensuring the stringent standards of the firm as well as the expectations of each customer are met. These capabilities, alongside the fact it has its own in-house design, engineering and manufacturing departments, means Kuenz is able

to provide accurate, high quality solutions in an efficient and timely manner.

Benefiting from decades of experience in crane construction, Kuenz has gained strong expertise in the delivery of first-class quality products and has developed a broad product portfolio to meet the needs of its global customer base. Split into four segments, the company’s portfolio includes container cranes, tankhouse cranes, heavy lift cranes and custom cranes. On top of this, the company provides customers with a range of products within the hydro sector; these include high pressure gates, weir gates, powerhouse cranes and trash rack cleaning machines.

“Key to our competitiveness is our ability to come up with innovative ideas and solutions that we try to combine to stay one step ahead in the market,” explains Michael. “For

Left: CTA Container terminal Altenwerder Right: Michael Geiger, sales director at Kuenz

example, over the last 30 years, particularly in Europe, it has become clear that each container crane cannot be built like the next as our customers have different requirements. When it comes to the rail mounted container gantry cranes, which are designed as a two-girder bridge, some customers may have different sizes of land or be dedicated to different operations; some have gateway terminals and others have small terminals. In response to changes in the market, we have come up with a lot of different designs, ideas and innovations to ensure we have the right product available. When it comes to this market you can’t have a one system fits all mentality,” he adds.

Proud to deliver smooth connections to the hinterland, Kuenz has further enhanced operations for customers through its patented technology – the rotating travelling gear. This innovative solution enables all wheels to run on the track, which reduces

wear reduction of the wheel flanges and thus increase the lifetime of the wheels significantly. Furthermore, the company’s in-house developed and supported crane management system (CMS), completed with integrated remote fault finding function, guarantees optimised support throughout maintenance and operation. Also available to customers within this segment are the intermodal barge cranes, sophisticated automated container stacking cranes and spreaders. As one of the few crane suppliers to manufacture its own spreaders, the company is able to provide customers with a perfectly co-ordinated total package that ensures a high level of safety.

These strengths have resulted in a number of notable contracts for the company, with GCT Canada announcing its order of eight electric, wide-span cranes (WSC’s) from Kuenz in November 2015. Selected for their

SEW-Eurodrive Innovative strength, tradition and customer focus – these are the cornerstones of SEW-EURODRIVE’s success. This has not changed in 85 years and is as important to us as ever. With commitment and passion, our over 16,000 employees make sure that the machines and plants of our customers worldwide are reliably driven. With a comprehensive project portfolio and a wide variety of customer-oriented service modules, SEW-EURODRIVE offers its customers added value and measurable benefits. These benefits are clearly visible in our high-performance drives, top quality standards and customised solutions for customers.

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Profile: kuenz

Top: GCT Deltaport Vancouver Left: CSX Norwest Ohio Right: BASF KTL Ludwigshafen

proven reliability, productivity and sustainable innovation, the 41-tonne lift capacity, state-of-the-art cranes will increase train handling speed at GCT Deltaport and streamline equipment maintenance procedures.

Alongside this project, Kuenz was also awarded a contract for the supply of 12 automated stacking cranes for the Container Terminal Burchardkai (CTB) by long-term customer Hamburger Hafen und Logistik AG (HHLA). Boasting a lifting capacity of 42 tonnes, the ASC’s will be 58 - www.shipping-and-marine.com

delivered in Spring 2016. “In the past we delivered 52 ASC’s to HHLA’s Container Terminal Altenwerder (CTA); because the customer was pleased with the performance given at CTA they have returned to us for phase two of the Burchardkai transformation project,” explains Michael.

Well-renowned for providing specific solutions for clients, Kuenz aims to maintain this solid reputation by continuing to work closely with terminal owners, which will not only ensure customer satisfaction but also enables the firm to stay ahead of the competition when it comes to upcoming trends and demands in the

market. “Over the coming years we will develop our products in-house in accordance with customer needs while also increasing our market share and expanding more internationally. As equipment becomes increasingly more intelligent it is important to have our R&D and manufacturing operations in-house; if we didn’t it would be difficult to have a continuous process of innovation,” concludes Michael.

Kuenz www.kuenz.com/en • Manufactures intermodal cranes • EUR 100 million turnover • Control entire production process

Profile: Orkney Ferries

first

Community

O

perating from the archipelago of the Orkney Islands in the Northern Isles of Scotland, Orkney Ferries has represented a vital community transport link to the islands since the 1800s. It was originally established in 1960 as the Orkney Islands Shipping Company. In 1995 the company was taken over, in its most modern iteration, by the Orkney Islands Council, and changed its name to Orkney Ferries Ltd. Today Orkney Ferries continues to serve the local community by carrying cargo and passengers between the Orkney mainland and surrounding islands.

In all the company’s ferries sail from the Orkney mainland and 13 smaller islands and during the financial year ending in March 2015, its ferries carried some 321,000 passengers and 84,000 vehicles.

The Orkney Islands boast a range of features and events that make them an attractive destination to visitors throughout the year. The Islands have a fascinating history extending from as early as 5000BC to the turbulent years of World War 2, as well as an exciting opportunity for archaeology.

They also offer picturesque scenery, a diverse base of wildlife and birds and a welcoming experience of island life with arts and crafts and music events, including the Orkney Folk Festival and the St Magnus Festival. “Orkney is a popular destination during the summer tourist season, but also in the shoulder months, particularly Christmas and Easter,” reveals Ferry Services Manager, Fraser Murray. “In addition to tourists who travel to Orkney independently, Orkney is now the most popular cruise ship destination in the UK, with circa 110 port calls due during 2016, delivering 110,000

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passengers and worth an estimated £5.8 million in economic benefit to Orkney.”

The islands are also increasingly an important destination owing to the on-going development of renewable energy solutions. The European Marine Energy Centre (EMEC) Ltd. was established on Orkney during 2003 as the first and only centre of its kind in the world. EMEC was founded with the intention to provide developers of both wave and tidal energy converters with purpose-built, accredited open-sea testing facilities.

Orkney represents an ideal base for the facility, with an excellent oceanic wave regime, strong tidal currents, established grid connection, sheltered harbour facilities and the renewable, maritime and environmental expertise that is present within the local community. “A new development in this area has been the Surf n’ Turf project on the island of Eday, which is expected to be operational by late 60 - www.shipping-and-marine.com

2016,” Fraser elaborates. “This uses spare renewable electricity generating capacity to convert energy into hydrogen, which is then stored and eventually used to convert back to electricity when other renewables cannot meet demand. In this research phase, it will be transported to Kirkwall Harbour where a fuel cell will convert it back to electricity to provide shore power to Orkney Ferries vessels and other harbour users. It is also being utilised as a marine training exercise in the handling of hydrogen.”

As a vital transport link to Orkney and the surrounding community, Orkney Ferries work in close collaboration with the local authority and residents to fully understand and meet the requirements of the local population. “We have no other competitors, as we are the sole provider of ferry services in the area under a service level agreement with Orkney Islands Council, which owns the company,” Fraser explains. “We

meet with travel representatives from each island twice a year to discuss future timetables and service issues.

We are also in regular contact with Community Councils and other organisations that host local events, where we often change our regular timetable to accommodate people wishing to attend.”

In terms of the operation of its ferries, Orkney Ferries is the first in the world to host a new novel communications technology on its vessels in collaboration with CloudNet IT Solutions. TV whitespace is being operated under license from OFCOM in Orkney using the TV frequency spectrum to deliver high-speed internet out to sea and has a proven ability to work out to 30 nautical miles.

CloudNet is currently extending its trial network and is operating a network in the region of 1000 sq km of coastal waters surrounding the Orkney Islands. The Orkney vessels MV Earl Sigurd, MV Earl Thorfinn and MV Varagen have been using the technology since 2014 to provide the ship’s company and crew with internet

Profile: ORKNEY FERRIES

access to assist in the ship’s business needs, proving up-to-date weather forecasts, shipping information, charts, company email and welfare services to the crew. This is an exciting time for the company. “We see the further trial of this technology as potentially offering a cost-effective solution to enable our customers to have Wi-Fi access during their journeys in the future,” Fraser exclaims.

Throughout the coming year, Orkney Ferries will continue to serve the local community by providing a vital transport and logistical link. In doing so the company will seek to address the diverse needs of the local population in the face of logistical challenges and volatile weather conditions. “The exceptionally bad weather in 2015 has affected farmers severely through poor grazing and inadequate production of forage and fodder for livestock over the winter of 2015 and spring of 2016. As a result large quantities of straw had to

be imported and shipped out to the islands. To date this has been circa 30 articulated lorries and is likely to have an on-going impact over the coming months,” Fraser concludes.

Orkney Ferries www.orkneyferries.co.uk • Fleet of nine inter-island ferries • Routes to 13 islands around Orkney • Wi-Fi technology investment

Orkney is now the most popular cruise ship destination in the UK, with circa 110 port calls due during 2016, delivering 110,000 passengers and worth an estimated £5.8 million in economic benefit to Orkney

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Profile: Spunalloys

Centrifugal

engineering E

mbodying over 50 years of industry experience, Spunalloys has built a trusted reputation as a leading supplier of quality centrifugal castings. The company is today part of the foundry and engineering consortium Westley Group Est., 1800, which has provided strategic investment that has seen Spunalloys expand its traditional copper, iron and nickel-based material range to include stainless steel,super duplex and bespoke customer driven exotic alloys.

The wider Westley Group serves clients operating within a broad base of applications across the pollution control; food processing; pump and valve; architecture; desalination; oil and gas; chemical and petrochemical; fire equipment; aerospace; nuclear; general engineering; marine and defence; stockist and distributor; power generation; and mining and quarrying sectors.

The Group supplies precision components to the maritime and naval sectors as the parent company of five divisions specialising in the manufacture and supply of heat, wear and corrosion-resistant components.

The company’s five operating divisions are comprised of Westleys, Francis W Birkett, Walter Frank, J.T. Price and Spunalloys.

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Spunalloys is the UK’s leader in the supply of centrifugal casting solutions for all manner of applications and industries. It provides flexibility of size, quantity and rapid turn-around, which makes the company an excellent choice for even the most demanding of clients. Spunalloys produces ferrous and non-ferrous centrifugal castings up to 2750mm in diameter and 4500mm in length and proof machines all of its components, as well as routinely machine finishing and assembling components in its on-site machine shop.

The company has access to a wide range of equipment, including horizontal and vertical spinning

machines that are supported by 13 induction furnaces, with a maximum total cast weight of 13,000kg. Its extensive range of steel dies come in a comprehensive selection of shapes and sizes to allow the production of straight, flanged and tapered rings and tubes and near-net-shape castings.

The centrifugal process creates a very tight and defined grain structure due to the management of directional solidification of molten metal under high pressure. Spunalloys’ dies are rotated at extremely high speeds, creating a centrifugal force, which throws the dense liquid metal to the outside diameter, where it cools against the die wall from the outside in. Less dense impurities ‘float’ to the bore and are subsequently removed during proof machining.

The Spunalloys manufacturing process has received approval and class society licences from several industry bodies and leading industry players, including Lloyd’s Register, DNV, GL, ABS, RINA, BV, FM Approved, Agusta Westland, NES and Rolls-Royce.

Its highly efficient manufacturing process enables the company to produce premium quality products ranging from rings, tubes and bushes; naval shaft liners; bearing ship sets; and column pipes and rising mains;

to seal components; safety critical equipment for the marine sector; engine trim in the aerospace market; special shapes; and finish machining and assembly.

With an all-encompassing range of destructive and non-destructive tests, Spunalloys provides quality assurance that is compliant with the most stringent of supply parameters.

The company’s quality procedures are approved to ISO 9001 standards and it holds approvals for numerous institutions, organisations and third party assurance bodies. Spunalloys technical and laboratory teams include fully trained and qualified metallurgists that are responsible for metal analysis of its alloying processes or to check certified melt stock. This ensures that all material meets not only the chemical requirements of its customers’ orders but also provides traceability through to the furnace batch itself. All melts are given their own unique melt number and the company’s quality department keeps records of all melts and orders.

Within the marine market Spunalloys has established a long history of supplying defence standard safety-critical components to the world’s navies. The company provides components in a variety of copper and nickel based alloys that support the structural, nuclear and propulsion requirements of marine build programmes. Its leading position in the delivery of complete supply solutions in machined, assembled, pressure tested and witnessed hardware has made Spunalloys a solutions provider of choice with clients including the UK Ministry of Defence and BAE Systems, as well as their first tier supply chain partners.

Spunalloys also supports many of the world’s navies with the provision of equipment for surface and subsurface propulsion systems.

Naval shaft liners for example, are traditionally built at very long lengths and require a heavy poured weight.

This means that the successful supply of such units requires the company’s entire experience and comprehensive infrastructure. Spunalloys is able to supply naval shaft liners in various anti-seawater corrosion resistant alloys including gunmetal, tin and phosphor bronze, nickel aluminium bronze and

lnconel alloys. The company has inhouse machining capabilities enabling liners to be supplied either proof or finish machined. Finish machining of these items is generally carried out in the bore, but ‘split’ liners can also be provided proof or finish machined as required. Spunalloys has developed several unique solutions to meet the stringent acceptance criteria demanded by naval shaft liners. It carries approvals for many major first and second tier organisations including UK MoD approval to manufacture DEF STAN 02-830 (LG4) shaft liners, in accordance with DEF STAN 02-304 part one.

Over the next few years it is anticipated that the UK MoD will be awarding major contracts for the construction of several new vessels, representing a significant opportunity for Spunalloys and the wider Westley Group in the provision of marketleading and specialised components.

Over the coming 12 months and beyond, the company will continue

to serve clients old and new, while cementing its reputation as a trusted supplier of quality centrifugal castings.

Spunalloys Ltd www.westleygroup.co.uk • Leading supplier of quality centrifugal castings • Part of the Westley Group • Global clients including the UK MoD and several Navies and their prime contractors

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Profile: nimbus boats

Beautiful

R

ecognised throughout the boat and yacht building industry for its quality and innovation, Scandinavia’s leading manufacturer of leisure boats for cruising and sport Nimbus Boats is one of the most respected and highly reputed boat builders in Europe.

With a history dating as far back as the early 1970s, the company has been at the forefront of leisure boat design thanks to its involvement in a successful contract from Volvo Penta to develop a new kind of boat that would suit the engine it was creating. This project, which involved small group of innovative designers working together to create Nimbus 26, was an immediate success and was the catalyst for Nimbus Boats as it pushed forward to design and develop more boats that demonstrate qualities such as impeccable design and beautiful craftsmanship.

Four decades on and Nimbus Boats is still going strong in the world of boat building, with the company 64 - www.shipping-and-marine.com

boats

manufacturing all of its boats at its yard in Mariestad under the same philosophy – to produce boats of award winning design that appeal to the senses. Nimbus Boats believes that for the customer it is all about enjoying life onboard, whatever the occasion, activity or destination.

That is why the company utilises high-tech production facilities such as vacuum infusion technology and sandwich laminate in combination with its traditional craftsmanship to ensure that on a Nimbus boat there is something to enjoy for every client, whether it is aesthetics, functionality or a combination of both.

The most recent example of this philosophy can be seen in the creation of Nimbus 305 Coupé; launched at the 2015 Boot Dusseldorf boat show in January 2015, the Nimbus 305 Coupé is the latest hardtop model to be revealed by Nimbus Boats and is the smallest model in the company’s renowned Coupé range. Offering excellent fuel consumption and top speeds of up to 22 knots, the 6.85

metre Nimbus 305 Coupé is fitted with smaller Volvo Penta D3 engines and has a 32 foot hydrodynamic hull shape to ensure the planing threshold is eliminated.

Based on the same concept as the frequently award nominated 405 Coupé and the award winning 365 Coupé, the Nimbus 305 Coupé was built though a vision to create a classic, highly functional Coupé boat that boasts obvious Nimbus genes for families and experienced seafarers that are quality conscious while also prioritising comfort, simplicity and functional design. Built to run comfortably regardless of speed, thanks to its entirely re-designed and optimised hydro-dynamic hull shape, the Nimbus 305 Coupé is the perfect option for those seeking an enjoyable time at sea.

Features inside the Nimbus 305 Coupé include the ‘sidewalk’ design, a layout that optimises walking space to starboard and enhances the simplicity in which passengers can get off and on the boat to spend

time on deck; the boat also has a generous amount of space available in the cockpit and cabin. Moreover, the 305 Coupé boasts a modernised design, glued windows with a large, curved windscreen, opening, flush fitted sliding doors to starboard and generous light and opening roof hatches in the saloon. Other features include a maximised helm instrument panel to provide optimum flexibility and a large after-deck that is fitted on the same level as the swimming platform and the light, airy and cosy saloon.

Following the months of hard work that were put into developing the highly functional and beautifully designed Nimbus 305 Coupé, the boat has been nominated for the European Power Boat of the Year 2016 at the Dussedorf Boat Show, one of the core events in the boat building business that is held in midJanuary annually.

It has been a busy year for Nimbus Boats, with the company also making the premiere appearance of its Nimbus 405 Flybridge in February 2015. Based on the 405 Coupé flagship, the Nimbus 405 Flybridge has been constructed to wholly harmonise with the design of the new Coupé series and thus features a roof with light, sweeping lines and the characteristic folding mast; it also has a large fixed skylight to ensure the saloon remains light and airy despite the superstructure. On top of this, the Flybridge features several functional and social spaces and has been designed to pass beneath bridges following a few simple adjustments.

Thanks to these attractive features, the Nimbus 405 Flybridge is a strong choice for knowledgeable boating people who enjoy comfortable living quarters, ease-of-handling and excellent long distance cruising properties.

Not a company to rest on its laurels, Nimbus Boats launched a new and improved version of its largest model, the Paragon 31 Cabin, in Autumn 2015 following a remodeling of both the interior and exterior of the boat. Now better equipped for all day, all year-round use, the

new Paragon 31 Cabin is now 40 cm longer and has the capacity to carry more powerful engines; she also has more room for tools, system installations and safety equipment.

With a full order book in place, the company has increased the number staff at its production facility by 15 per cent over the last 12 months as it continues to produce expertly crafted and innovative boats that suit all demands. Indeed, customers that require superior design, functionality and a luxurious setting to enjoy activities at sea need look no further than a Nimbus boat.

Nimbus Boats http://nimbus.se • One of the most respected boat builders in Europe • Manufactures boats of award winning design • Increased staff in production by 15 per cent in 2015

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Profile: PORT OF DOVER Britain and Northern Europe’s busiest ro-ro ferry terminal

The s

An international

F

rom its strategic location on the South Eastern tip of England in the closest proximity to the Continent, the Port of Dover operates as Europe’s busiest and most successful ferry port.

The history and origins of the port can be traced back as far as Roman times, however today the port is owned and operated by the Dover Harbour Board, a statutory corporation that was formed according to a Royal

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driver

Charter by King James I during 1606. The port caters to ferry, cruise, commercial, cargo and marina traffic and during 2014 carried 13,295,492 passengers, 2,456,817 tourist cars, 96,576 coaches and 2,421,537 road haulage vehicles.

As one of Europe’s busiest ports, the Port of Dover represents a major driver for business both nationally and internationally. Since the port was previously profiled in Shipping &

Marine magazine during September 2014, it has recorded consecutive years of record-breaking freight figures. During December 2014 it was announced that the port had handled a total in excess of 2.4 million freight vehicles, representing the highest levels of freight to flow through the port at the time since 2007. Levels of freight traffic using the port continued to grow during 2015, with an increase of 4.2 per cent in freight traffic recorded

More freight than ever is passing through the Port of Dover

Dover is the shortest, most efficient and cost effective crossing to mainland Europe

The second most popular cruise destination in Britain

in September, comprising some 9000 more freight units carried than compared to the same month in 2014.

“August is historically a quieter month for freight, whereas June and July have notoriously higher freight peaks. However, the port is having busier days and has carried more freight in the last two months than it did in the equivalent months of 2014 and all of that has been with fewer vessels on the route,” says Port of

Dover CEO, Tim Waggott. “In the last 12 months we have carried more freight than the annual total in 2014.

Over the last 20 years, the number of freight vehicles travelling from the UK to mainland Europe has increased by 83 per cent. This growth is expected to continue with predictions for the average daily demand increasing to between 14,000 and 16,000 per day in the next decade. This is why the Lower Thames Crossing is crucial in

keeping Britain connected with the port. The road network needs the resilience to cope with the demand.”

During January 2016 the Port of Dover stated its support for the Lower Thames Crossing, saying that the delivery of the project will be crucial as the nation seeks to build on the success of the ‘Southern Powerhouse’ and support the building of industry within the North as well as the Midlands, ensuring timely delivery of materials to and from the Continent.

Presently around half of the traffic passing through the Port of Dover is in transit beyond London between the Midlands and the North. “Alongside the need to increase productivity and deliver transformation of the Thames Gateway regeneration area, the Lower Thames Crossing must be seen as a strategic investment to improve the resilience of UK-European trade flows.

Failure to invest will choke this crucial pan-European business corridor within which the ports of Dover, London and Medway along with Eurotunnel www.shipping-and-marine.com - 67

Profile: port of dover Dover Western Docks revival

operate and this will damage UK plc,” Tim reveals.

“The Port of Dover continues to handle record volumes of freight vehicle traffic with strong projected growth and no substitutable capacity elsewhere. The existing Dartford crossings are already a major bottleneck, operating at over capacity and acting as a break on national productivity,” he adds.

“The Port of Dover is investing in infrastructure for the long term. We

need the Government to do the same by following through with a firm strategic decision to be the builders of prosperity up and down the country through delivery of a new Lower Thames Crossing.”

Infrastructure projects taking place at the Port of Dover include ongoing development of the Western Docks revival project and its recently completed Traffic Management Improvement (TMI) programme.

TMI delivers 4km of additional lanes

to provide a holding capacity for as many as 220 freight vehicles and is designed to remove bottlenecks in the port by re-routing and intelligently managing traffic flows with variable lane messaging and lane control. TMI will also reduce congestion on the surrounding road network, reduce air pollution and improve the visual impression of the port.

The transformation of the Western Docks has the potential to support the wider agenda of having the port and town working in unity; a goal that is already being championed by the Port through its Dover waterfront regeneration project alongside Dover District Council. The Western Docks development project has been developed with key input from Dover based Hartwell Architects and in June 2015 the Port of Dover signed a major contract with the nationwide contractor GRAHAM. In its role the company has been working with the Port of Dover team as part of a PreConstruction Agreement to finalise the design and cost plans for the marine civil engineering works for the development. A successful outcome from the Pre-Construction Agreement should lead to an award of the principal construction contract with a view to commencing on site in early 2016, and opening the Western Docks cargo terminal in 2017. The agreement with GRAHAM demonstrates the port’s dedication to serving the local and national community, as well as its commitment to create high quality jobs for local people and safeguard existing port jobs. “Dover is currently seeing an unprecedented level of investment and it is great to see that there is now a shared vision to take the district forward for the benefit of its residents, businesses and visitors,” Tim concludes. “The Port is committed to playing its part in making Dover a place to shout about and celebrate.”

Port of Dover www.doverport.co.uk • Europe’s busiest and most successful ferry port • Dover Western Docks Revival project • Traffic management improvement programme

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Shipping &MARINE

The magazine for maritime management

www.shipping-and-marine.com

Editor: Libbie Hammond libbie@schofieldpublishing.co.uk Sales director: Joe Woolsgrove jwoolsgrove@schofieldpublishing.co.uk

Schofield Publishing Schofield Publishing Limited Unit 10, Cringleford Business Centre, Intwood Road, Cringleford, Norwich, NR4 6AU, UK Tel: +44 (0) 1603 274130 Fax: +44 (0) 1603 274131