Shipping & Marine Issue 132 May 2016

132 May

The magazine for maritime management

Sand and

sea In this issue:

A monitoring solution has revolutionised one operator’s knowledge and management of sand erosion on an unmanned natural gas platform in the Caribbean Sea

u LNG u Biofuels u Japan u SMM

132 May

Editor’s comments THE MAGAZINE FOR MARITIME MANAGEMENT

Sand and

sea In this issue:

‘‘

LNG is also a key topic at this year’s SMM as highlighted on page 14 - it will be discussed at the Global Maritime Environmental Congress (GMEC)

A monitoring solution has revolutionised one operator’s knowledge and management of sand erosion on an unmanned natural gas platform in the Caribbean Sea

u LNG u Bio fuels u Japan u SMM

Chairman Andrew Schofield Editor Libbie Hammond libbie @ schofieldpublishing.co.uk 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 Advertising Sales Joe Woolsgrove - Sales Director Mark Cawston Tim Eakins Andy Ellis Darren Jolliffe Jonas Junca Dave King Elliott Scales Theresa McDonald

Fuelling

discussion

L

NG gets a real focus in this issue, from different angles.

It’s mentioned in the Biofuels feature and then covered in much more detail by Grace Quinn in her article on page 9. It’s also discussed in our feature that looks at Japan, where the LNG market is flagged as the key powerhouse for Japan’s marine industry. Furthermore, LNG is also a hot topic at this year’s SMM as highlighted on page 14 - it will be discussed at the Global Maritime Environmental Congress (GMEC). We’ve been covering LNG in the pages of Shipping & Marine for a while and it does seem that the technology is gaining momentum. We will make sure we keep reporting on any new trends as they arise – and as ever, all suggestions received with interest!

Editor: Libbie Hammond libbie@schofieldpublishing.co.uk

Subscriptions ikidd @ schofieldpublishing.co.uk

Follow us at: @ShippingMarine

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Please note: The opinions expressed by contributors and advertisers within this publication do not necessarily coincide with those of the editor and publisher. Every reasonable effort is made to ensure that the information published is accurate, but no legal responsibility for loss occasioned by the use of such information can be accepted by the publisher. All rights reserved.

The contents of the magazine are strictly copyright, the property of Schofield Publishing, and may not be copied, stored in a retrieval system, or reproduced without the prior written permission of the publisher.

©2016 Schofield Publishing Ltd

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Features

4 News

6

Updates and announcements from the shipping and maritime arena

6 Sand and sea The Permasense monitoring solution has revolutionised one operator’s knowledge and management of sand erosion

9 What’s coming for LNG? While there are a lot of favourable trends enabling LNG bunkering, its cost competitiveness remains uncertain

12 Bring on the biofuels From shipowners and OEMs to NGOs, government and ports, the whole of the industry is waking up to the development of alternative fuel

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14

14 Reclaim the title An opportunity is waiting for Japan, but it needs to be brave, focus on the future and begin to reclaim its title of shipbuilding titan

17 SMMart shipping Taking place from 6th to 9th September 2016, the 27th SMM will provide further valuable insights to those in the shipping industry

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17

Profiles 32 19 Insatech Marine 25 Garrets International 32 Jenkins Marine Ltd 36 Marine Technologies 40 Tasneef 44 Dellner Brakes AB

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46 DUC Marine Group 49 Ecu-Worldwide 52 Lübeck Port Authority 56 ME Solutions AB 58 Neptune Lines 62 Hakvoort Shipyard

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66 ChartCo Ltd 69 ShoreTension 72 Sølvtrans Holding ASA 76 BMO Offshore 78 PT Anggrek Hitam 81 NGM Energy

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Maritime news Fishermen safety initiative Orkney’s fishermen are set to benefit from a vital new initiative thanks to a partnership between Orkney Fisheries and NorthLink Ferries. All fishermen across the islands will now be able to have their lifejackets, which were issued last year in an effort to promote greater safety among the small boat fleet by the Scottish Fishermen’s Federation and Scottish Government, shipped by NorthLink Ferries to Shetland for servicing.

Speaking of the partnership, Kris Bevan, Freight Manager at NorthLink Ferries, noted: “Servicing of lifejackets is important in guaranteeing the safety of our local fishermen and with no suitable servicing facilities available in Orkney, we are very happy to ensure that the fishermen have access to this scheme.”

Keep an eye out Kelvin Hughes has been contracted by Rodman Polyships to supply X and S band SharpEye radar systems for a range of new vessels being supplied to the Royal Oman Police Coast Guard (ROPCG). With its advanced target detection capability, the solid-state SharpEye radar provides an industry-leading level of maritime situational awareness. When equipped with SharpEye, the vessels will be ideally suited to patrol the full extent of the Omani coastline which runs for some 1700 km from the Strait of Hormuz in the north to the borders of the Republic of Yemen in the south-west.

Port of Calais extension The Dover Strait Ports Company (Société des Ports du Détroit) has awarded the design-build contract for the Port of Calais extension project to a consortium formed around Bouygues Travaux Publics (the lead company), Colas Nord-Picardie, Spie Batignolles and Jan De Nul. This contract, which forms part of the Calais Port 2015 project, is worth approximately €675 million. The share of Bouygues Construction will be approximately €300 million.

This project includes a new seawall, new ferry berths, new quays and the development of new cross-Channel traffic reception capacities including 44 hectares of parking facilities and roads as well as roughly 20 operational and reception buildings.

Cocktail of threats Conflicts and tensions in the Middle East, Far East and North and sub-Saharan Africa pose a real threat to the maritime environment and some of the world’s most important shipping lanes, maritime security company MAST has warned.

It also flagged up concern over the decision to reduce the High Risk Area (HRA) in the western Indian Ocean, conflicts in Yemen and Libya and tensions around the Spratly Islands.

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Significant rescue contract uJFD has been awarded a £193m contract by the Indian Navy for the provision and long-term support of its submarine rescue capability. The contract includes the design, build and supply of two complete submarine rescue systems, and a 25-year all-inclusive annual maintenance contract.

This further enhances JFD’s worldwide submarine rescue service presence following last year’s announcement award of a £12.1m contract by the UK Ministry of Defence for operation of the NATO Submarine Rescue System (NSRS).

Over the life of the contract, the JFD team will train local teams of engineers to maintain the systems, employing the knowledge it has gained through years of operating world-class submarine rescue services with navies across the world and creating an indigenous expert submarine rescue capability.

The twin India systems draw on JFD’s extensive experience of manufacturing and operating submarine rescue systems and will be JFD’s first third-generation rescue systems. The innovative system designs and tightly integrated components will ensure Time-to-FirstRescue - the time measured between deployment of the system and commencement of the rescue itself - is minimised.

Helping protect wildlife uThe Sustainable Shipping Initiative (SSI) – a pioneering coalition of companies from across the global shipping industry – recently signed a Declaration to tackle global wildlife trafficking routes. The Declaration was unveiled by The Duke of Cambridge, President of United for Wildlife, and is the culmination of 12 months of work to develop a plan, led by the transport sector, to crack down on illegal wildlife trafficking routes.

The signing of the Declaration is in line with one of the key pillars of the SSI’s Vision for a more sustainable shipping industry, which states that shipping must earn a reputation for being a trusted and responsible partner in the communities that it touches around the world.

Although a number of trade routes are used for the smuggling of wildlife products, shipping is a significant transporter. Over 40 organisations from the transport industries have signed the Declaration, including a number of leading shipping organisations such as Maersk Group, China COSCO Shipping, Dubai Ports World and the UK Chamber of Shipping.

Strategy for Scotland uA new industry-led strategy was launched on Monday, 21 March by Scottish Enterprise setting out the key goals and actions required to achieve real-term growth for the aerospace, defence, marine and security (ADMS) sector of between six and ten per cent by 2020. Achieving sector growth on this scale could deliver significant economic benefits, including up to £500m in additional revenue per year, up to 3000 new or replacement jobs and substantial CO2 reductions from disruptive new technologies.

Mick O’Connor, Chair, ADMS Industry Leadership Group said: “Scotland’s ADMS sectors are in good health, but we know that there are opportunities for further growth. By bringing together senior leaders from across these industries, we have produced a strategy which sets out a series of practical solutions that we believe can make a difference to our industry both in Scotland and internationally.

“By inviting small and large companies to work closer together with industry bodies such as ADS Scotland, the Society of Maritime Industries and Scottish Engineering, I’m confident we can grow Scotland’s supply chain and deliver on these ambitious goals.”

Maritime news Crane to the Caspian uAt the end of 2015 Liebherr-Russland and Lukoil-Nizhnevolzhskneft signed a new contract for the delivery of a Liebherr RL 1500-30 EX Litronic offshore crane, which is to start operation on a satellite platform at the Ju. Korchagin oil and gas-condensate field in the Russian part of the Caspian Sea by the end of 2016.

Liebherr and LUKOIL maintain a close cooperation despite international oil industry insecurities and increased currency volatility.

With a load capacity of up to 30 tons, the Liebherr offshore crane RL 1500 features an unlimited 360° slewing range paired with a hydraulic ram luffing cylinder system. The crane provides a maximum outreach of 36 metres from the rotation axis of the slewing platform. All this makes the RL 1500 an optimal solution for maintenance of open deck equipment on drilling and satellite platforms as well as for unloading supply vessels.

Manufactured at the specialised Liebherr plant in Rostock (Germany), the RL 1500- 30 EX Litronic is designed as an explosion proof version for operation at temperatures from -300 to +40.60 and wind speeds of up to 25 m/sec.

Propelling the US Navy uApproximately 80,000 tons (fully loaded) and 784 feet in length, with a beam of 164 feet - more than a third wider than most ships - Expeditionary Base Mobile (ESB) 4 is an extremely stable platform for sea base operations.

Enabled by GE’s electric power and propulsion system, and built by General Dynamics, National Steel and Shipbuilding Company (NASSCO), ESB 4 will be able to operate at a speed of 15 knots with an endurance of over 9500 nautical miles.

ESB 4 is the second ship of this type to be outfitted as an Expeditionary Base Mobile, formerly called the Afloat Forward Staging Base. It will be able to accommodate up to 250 personnel. The new 784-foot vessel will feature a 52,000-square-foot flight deck, fuel and equipment storage, repair spaces, magazines and mission planning.

Additionally, there will be a hangar bay and flight deck capable of supporting MH-53E and MH-60 helicopters, with an option for future upgrades to support MV-22 tiltrotor aircraft.

The ESB is part of a new class of vessels for the US Navy that will support multiple missions such as air mine counter measures (AMCM), counter-piracy operations, maritime security operations, humanitarian aid and disaster relief missions and crisis response operations.

The vessel is scheduled to launch in mid-2017, and delivery of the vessel is slated for 2018.

New tug order

uSvitzer has signed a contract with the Damen Shipyards Group for four ATD 2412 tugs as part of Svitzer’s ongoing fleet renewal programme. All four tugs are being built at Damen Song Cam Shipyard in Vietnam. Demonstrating the advantages to be gained from building vessels for stock, Damen is handing over the first two vessels just one month after contract signing.

All four vessels are of Damen’s 24-metre Azimuth Tractor Drive (ATD) design. This compact, heavy-duty tug yields a tonne bollard pull of over 65 tonnes – the power originating from twin Caterpillar 3516C main engines. A top speed of 12 knots and a powerful aft winch, combined with Damen’s experience with tug design, make these vessels suitable for consistent and effective harbour towage activities.

Damen has a long relationship with Svitzer. In addition to building a significant part of the Denmark-headquartered company’s fleet, the two parties are also involved in developing new innovations together, for example, the first ever Reverse Stern Drive Compressed Natural Gas tug, in co-operation with MTU Friedrichshafen. www.shipping-and-marine.com - 5

Case study

Sand and

sea

S

ituated approximately 80 kilometres off the east coast of Trinidad and Tobago, this unmanned gas platform holds a special place in one major oil operator’s family. Since it went into production in 2009, it has become one of the largest net producers of natural gas in the operator’s global portfolio.

The platform’s average production is around 600 million standard cubic feet of gas per day (or 600 MBTU per day) in addition to associated condensate, from four wells at a depth of approximately 300 feet (90 metres). These figures make the platform a significant revenue generator for the Trinidad and Tobago operation.

As with any asset, maintaining integrity to ensure optimum output and meet regulatory requirements is a priority – which presents its own logistical

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How real-time insight into the impact of sand erosion is maximising gas production in the Caribbean Sea

problems in an offshore, unmanned platform.

Sand erosion is a particular challenge and one that the operator was conscious of from the outset. Traditionally difficult to detect and evaluate, the rate of erosion is rarely linear over time, and intensifies rapidly with an increase in flow rates.

Sand can remove metal and cause damage very quickly. Operators must therefore walk a careful line between conservative production rates, which lower revenues, or driving the assets harder and increasing the risk of unplanned outages or even loss of hydrocarbon containment.

Permanently mounted acoustic sand detectors and alarms were deployed on the stainless steel topside risers of the platform. These sensors could detect the presence and quantity of produced sand, and therefore indirectly indicate the likelihood of erosion taking place. However, they provide little

information about the shape, size and hardness of the sand particles however – all of which can significantly affect metal erosion rates.

Intrusive methods, that place a sacrificial probe inside the fluid stream and measure its demise as it corrodes or erodes, are also able to indirectly detect periods of high wear. However, since they are not measuring the pipework, they do not give the operator an understanding of the actual asset condition. Intrusive methods also come with additional hazards, getting the worn probe out from inside the pipe is a skilled and dangerous activity. Safety concerns around online probe replacement are causing many operators to reduce their use, or not replace them once they have expired.

The acoustic sand detectors and intrusive probes were not able to measure the actual

impact of the produced sand – metal loss - on pipework integrity as it happened. Instead of continuous monitoring of asset piping integrity during production, maintenance operatives had to take periodic manual wall thickness measurements and make incomplete extrapolations on erosion rates using very minimal data sets. The reliance on manual measurements was made more expensive by the hard-to-access site: a dedicated crew of four was helicoptered in every three months to inspect the integrity of the topside risers and pipe work. In addition, the acoustic sand sensors had to be recalibrated on-site every six months.

The operator also ran computational models to understand the impact of given levels of sand production. But the shortage of actual integrity measurements meant that the production rates were being throttled back substantially to avoid sand erosion issues.

The solution: continuous wall thickness measurements As one of the most advanced and technologically sophisticated platforms in the operator’s estate, they wanted to ensure that production was optimised to maximise revenue and increase payback from the significant capex investment.

Tom Fuggle, Business Development Director

at Permasense said: “The initial discovery well for this platform indicated that there was upwards of two trillion cubic feet of natural gas in place. For the client, sand erosion wasn’t solely a question of maintaining its assets, essential though that is.

They also wanted to maximise output from this significant discovery. But increasing production without understanding the immediate effect on well integrity would be as reckless as driving blind in the Monte Carlo rally – with equally damaging consequences.”

The operator had previously worked closely with Permasense to develop a new method of measuring the level of erosion and corrosion within piping. Already installed in all of its refineries, a programme to roll out the technology to upstream assets was underway – and this platform was identified as a valuable target where the technology would offer significant advantages.

The Permasense solution uses proven ultrasonic principles for measuring the thickness of any fixed equipment. But instead of relying on inspection teams to periodically take these measurements and record them manually, permanently mounted sensors deliver their data wirelessly to existing communications infrastructure used by the onshore operations

team. The team can then view and analyse the information without leaving their desks.

Implementation: targeted measurements and instant data Permasense sensors were initially installed in areas of elevated erosion risk. This included areas experiencing the highest flow velocities in one of the producing wells that had the highest sand production rate. A cluster of sensors were installed in an array formation downstream of the first cushioned Tee and a circumferential ring of sensors was installed downstream of the choke.

Once the initial installation on a single well was complete and providing a regular supply of consistent and robust data, a similar system was installed on the additional producing wells.

In addition, the operator was concerned that produced sand from this platform would carry over through the flow line to the neighbouring gathering platform, from where the produced gas is then pumped back to shore. A further 80 sensors were therefore installed in a grid formation on the inlet manifold of the carbon steel flow line from this platform on the neighbouring manned platform.

The first round of sensors were mounted onto threaded studs that had to be welded to the pipe.

However, to overcome difficulties associated

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Case study

Tom Fuggle

with qualifying a weld procedure for use in a live production environment, Permasense mounted the next group of sensors onto clamps designed to further simplify installation in an upstream production environment. Permasense has since developed a magnetically mounted sensor that can measure through external corrosion protection coatings to further ease installation.

Peter Collins, Permasense CEO says: “Once the locations for monitoring were selected, installation and commissioning of the Permasense system was very straightforward – and took just one day on the platform. When specifying and supporting the installation of the initial system, our team thoroughly understood the requirements of the client – and the system started to deliver data immediately and reliably to the desks of the operator’s onshore engineers.”

The results: production, safety, integrity With the Permasense system installed, previously unavailable insights into the condition and capability of the fixed equipment on the platform have become available.

By default, the system transmits measurements on wall thickness back to shore every 12 hours.

Although, onshore engineers have occasionally increased measurement rates during periods of elevated risk such as periods of high sand

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production or changes to production flow rates.

Data management software within the system calculates the rate of wall loss and classifies the measurement locations by user-defined rate thresholds.

The data is mainly viewed and analysed by asset-integrity specialists at the operator’s office in the Port of Spain, but is also available for viewing from any PC on the operator’s network.

The Port of Spain team can instantly analyse data and compare it against historical trends.

Graphical representations of the data indicate which sections of the infrastructure show signs of degradation. In effect, the system acts as an early warning, which enables the Trinidad and Tobago operating team to monitor the impact of changes to production rates and adjust them as necessary.

With this new insight, they have increased production of the well by 12 per cent - confident that the impact on erosion rates is well within the safety parameters. This increase in production rate is equivalent to an increase in saleable gas of 30 million standard cubic feet of gas per day, or a US$ 90,000 a day increase in revenue (at a price of three dollars per million standard cubic feet).

Jake Davies, Marketing Director at Permasense says: “The Permasense monitoring solution revolutionised the operator’s knowledge and management of sand erosion. We use trusted ultrasound technology, and the level of data, insight and analysis that this gives the operator is making a major contribution to optimising output at the site. Because of the safe increase in production, they saw payback in just days.”

The operator is now installing the Permasense system on other manned and unmanned gas production platforms in the region. n

Summary l

Site: An unmanned natural gas platform in the Caribbean Sea l Challenge: to maximise output while minimising sand erosion damage to the platform’s piping and other fixed equipment l Solution: gaining real-time visibility and insight

into the effect of produced sand particles in topside risers and other fixed equipment using wall thickness monitoring sensors that wirelessly transmit data to onshore personnel in real time l Results: The operator was able to safely increase production by 12 per cent or 30 million standard cubic feet of gas per day from the first instrumented well, safe in the knowledge that resulting erosion rates were within acceptable limits l The operator was so satisfied with the results that it has since instrumented the solution on to other wells in the region http://www.permasense.com/

LNG

What’s coming for

LNG?

LNG bunker fuel: weathering the oil price storm. By Grace Quinn

T

he beginning of last year saw the shipping industry impacted by new global regulations, which affect marine fuel specifications. The International Maritime Organization’s (IMO) new framework put forward a strategy that aimed to reduce sulphur emissions in marine logistics; the maximum level of sulphur emissions for all vessels travelling in an Emission Control Area (ECA) was reduced to 0.1 per cent.

Any vessel that comes through these areas will now have to burn low sulphur fuel, such as Marine Gasoil (MGO) or Liquefied Natural Gas (LNG), instead of Fuel Oil (FO) and vessels will now also need to stimulate exhaust gas scrubbing, which reduces sulphur emissions to acceptable levels before it enters the atmosphere.

These new regulations form part of a trend that aims to reduce sulphur emissions in all waters, whether or not they are a part of an ECA. The global limit was first reduced in 2012 and will fall further in 2020, to 0.5 per cent. According to industry speculation however, this could be introduced as late as 2025, the news of which has given concern to the European shipping market, which will face the restrictions as mandatory by 2020.

Where we are today A mounting concern for ship owners and operators in recent years has been the cost of compliance.

However, these new regulations arrive at a time when oil prices are falling, which has allowed ECA compliant MGO to present itself as a feasible

option. Previously, the price of MGO has been considered by many to be prohibitive as a longterm compliance option. As a result the investment landscape for those investing in alternatives to MGO has significantly changed. For example a reduction in the price differential between High Sulphur Fuel Oil (HSFO) and MGO will negatively impact the payback time for scrubbers.

The gas market has not mirrored the significant fall in price witnessed by crude oil. Consequently, the price advantage once offered by LNG as an alternative to MGO no longer yields the same value. As a result, the business case for LNG as a bunker fuel is significantly more challenging in the near term.

For many owners this lower oil price has given them time to hold back on investment decisions

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LNG

about scrubbers or switching to LNG, both of which require significant capital investment.

However, despite these obstacles, the momentum for LNG as a bunker fuel continues.

Supply and demand Increasing production and new supplies emerging from developments in Russia, the US and Australia have set global LNG supply to expand over the next few years. Although this supply boom will support the already growing appetite for LNG as a bunker fuel, the short-term picture is one of oversupply as global demand will not increase at the same pace, particularly if current oil price levels remain.

LNG as a marine fuel has already been embraced in Northern Europe and North America.

According to Transparency Market Research, the market for LNG as a bunker fuel will expand at a rate of more than 60 per cent a year for the next ten-years.

Reasons for this increased demand range from expanding ECA regions and the growth of LNG bunkering in Asia where the industry also faces tighter regulations on sulphur emissions. China has recently published an action plan, which promotes LNG as a marine fuel and supports the establishment of China’s own ECAs. Additional proposals have also been put forward to extend

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ECAs to Japan and Southeast Asia.

Promotion of LNG as a bunker fuel also contributes to this growth forecast, although this does vary from region to region. The Maritime and Port Authority of Singapore (MPA) has requested that interested parties apply for an LNG bunker supplier licence. Singapore’s LNG terminal further supports this request with plans to introduce both a jetty for LNG bunkering and a station to supply bunkers by truck. Such activity will likely broaden the market and the appetite for LNG as a bunker fuel.

Progress since January 2015 There has been significant progress, since last year, in establishing LNG as a global marine fuel. Recent regulations have clearly established a design for LNG-fuelled vessels and provided a much needed international framework, representing an important step in the adoption of LNG as a bunker fuel.

Although there have been questions about compliance, the results so far have been encouraging, especially in Europe. Data submitted to the European Union (EU) reports that of 1458 ships inspected in Q1 2015, six per cent (89) showed non-compliance, mostly related to documentation errors. Only 1.4 per cent was based on fuel sulphur tests. Figures from Denmark suggested that 98 per cent of the ships, which passed an

emissions monitoring station in the Great Belt, complied with the ECA sulphur limits.

Progress within the LNG bunker market has heavily relied on key stakeholder ‘buy-in’. In the past year some significant players have come to the table. For example: l Carnival Corporation, the world’s largest cruise company, has thrown its weight behind LNG by ordering what it says will be the first cruise ships able to run liquefied natural gas (LNG) l Shell plans to charter LNG-powered barges for use in northwest Europe from late 2016 while North America’s first LNG bunker barge was scheduled to be launched in February l Initiatives to further support LNG can be seen by port authorities in Europe. For instance in Rotterdam a discount on port fees is applicable for vessels loading LNG bunkers until 2020.

Ongoing challenges Wide scale adoption of LNG as a marine fuel does, however, face a number of challenges.

For example, the continued uncertainty around regulatory developments, especially around the introduction of the global sulphur cap of 0.5 per cent. Adding to this a low oil price does not exactly create an environment that entices capital

investment, particularly when alternatives are available at an affordable price.

Another significant challenge facing global LNG adoption continues to be the pricing dynamics of the fuel.. For example, an increase in global supply is expected to soften the global spot LNG price but that does not necessarily translate to lower prices.

Ambiguity surrounding LNG pricing is largely as a result of uncertainty around how LNG will be indexed in the bunker market; as an oil-indexed price or a gas-indexed price based on National Balancing Point.

More recently, methane leakage has been raised as a potential downside to LNG; methane is the primary component of natural gas and a potent greenhouse gas emission. Methane leakage during the bunkering process can undermine the environmental benefits LNG offers as opposed to other MGO’s. A study was released by the US Maritime Administration (MarAd), conducted for the agency by the University of Delaware and the Rochester Institute of Technology. It found that a leak of about one per cent of methane during bunkering, for example, led to an approximate ten per cent increase in net greenhouse gas emissions.

The good news however is that leaks can be mitigated through early detection and monitoring.

Further research, understanding and compliance procedures are required across the marine industry

but progress is being made. For example the American Bureau of Shipping, as part of its risk assessment framework, has identified four initiating events that give rise to methane emissions.

Lastly, one of the biggest hurdles to LNG as a global marine fuel is the perception that there is a lack of infrastructure to support it, which has hampered investment from ship owners.

Suppliers on the other hand have sought evidence of demand, which for many has progressed to committing to investment. Up to this point, infrastructure to support truck delivery has dominated the market, which can be restrictive for larger vessels and trades. Although the spot market for bunkers still has some way to go in satisfying owner or operator requirements, current plans and developments suggest this gap may close over the next few years.

Outlook for LNG Lessons learned from the past year would suggest that, in the face of uncertainty, pursuing a flexible strategy could be the best answer. Investing in dual fuel engines that can burn both gas and fuel oil and can be converted to LNG will go some way towards risk mitigation. For others, their preference has been a strategy, which provides bargaining power in the short term for a long-term opportunity, LNG fuelled vessels.

The price relationship between HSFO, MGO, LNG and alternative fuels will continue to underpin the business case for LNG investment. However, advancements in infrastructure, LNG production and increasing demand in the LNG bunker market suggests that stakeholders expect continued tightening of regulatory requirements and a return to higher oil prices.

While there are a lot of favourable trends enabling LNG bunkering, its cost competitiveness remains uncertain. The challenge today is making decisions in the near term which do not restrict margin retention in the long term; in other words ‘future-proofing’ your business model. n

Grace Quinn is Senior Consultant at Baringa Partners. Baringa Partners LLP is an awardwinning management consultancy specialising in: energy; financial services; telecoms and media, in the UK and continental Europe. It partners with organisations when they are developing and delivering key elements of their business strategy, as well as working extensively with government and regulators providing policy and advisory services.

It works with clients either to implement new or optimise existing business capabilities relating to their people, processes and technology. www.baringa.com

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Biofuels

Bring on the

biofuels

How alternative fuels are going to shape the future marine fuel mix. By Dirk Kronemeijer

F

rom an outsiders’ perspective, it may be easy to presume that the shipping industry is in limbo when it comes to improving its emissions footprint. But, in fact, it’s the opposite that’s true.

Recent times have witnessed an avalanche of technologies and solutions emerging on to the market to help reduce emissions profiles.

Importantly, there is seldom a ‘one size fits all’ solution. That is why ship owners and operators are always looking for innovative ways to ensure that both existing fleets and new builds maximise their business potential, whilst at the same time keeping up with industry regulation.

And there is upcoming regulation aplenty. First, there is a tightening range of environmentally conscious legislation coming into force – including the impending roll out of Emissions Control Areas in China and the global ECA from 2020 or 2025. This adds to existing control areas in North America and the Baltic Sea, meaning that the global scope of this kind of legislation will only continue to expand in the next five years

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and beyond. In addition, new IMO NOx Tier III requirements will take effect in North American and US Caribbean ECAs from January 1st 2016 for vessels with a keel-laying date on or after January 1st 2016 and an engine output of ≥130kW. Given these legislative developments, there has never been a better time for ship owners and operators to stand back and re-examine business decisions so as to not fall foul of the new laws. Or to risk a piece-meal approach that delivers compliance but has a negative impact on operational efficiency and the bottom line.

In the case of reducing emissions battery power and LNG have monopolised the limelight for some time now. However both options aren’t without obvious drawbacks. First and foremost they require significant investment and for LNG there is a long way to go before the global infrastructure is capable of effectively supporting vessels worldwide – the old chicken and egg conundrum.

There is another viable alternative, however, steadily emerging onto the market, with every

indication that it is about to shake up the marine fuel mix in a big way. It is predicted that biofuels will make up five to ten per cent of the global marine fuel mix by 2030 – meaning that biofuels will represent a crucial role in creating a lowemission future for shipping.

The benefits of biofuels are now becoming more widely understood by the industry at large.

As new generation biofuels become increasingly available, the adverse effects of first generation biofuels, such as detriment to feedstock and forestation, are becoming confined to the past.

Sustainable marine biofuels offer ship operators a way to reduce a vessel’s CO2 emissions by 80-90 per cent. They eliminate SOx emissions. They cut NOx emissions by ten per cent and cut particulate matter (PM) expelled in a ship’s exhaust plume by 50 per cent. It is this emissions reduction that is one of the main draws for ship owners and operators – not only because of the environmental benefits – but because growing numbers of ports across the world are incentivising greener shipping.

Shipping is the last of the major transport modes to turn its eye to biofuels as way of becoming less emission-intensive. As was the case in the jet biofuel market, the first volumes are likely to geographically concentrate on where the incentives are.

Some major global ports are now offering incentives for vessels that exceed environmental targets. For example the Environmental Ship Index (ESI), adopted by nearly 40 ports worldwide, evaluates NOx and SOx emissions and rewards vessels by offering a reduction in port dues. In certain ports this has also been extended to include particulates, a group of pollutants that includes carbon monoxide (CO), carbon dioxide and black carbon solids (soot). Shipping’s ‘usage hotspots’ are therefore anticipated in, for example, Western Europe, the Nordics, west coast North America, followed by Australia, Asia and so on.

Assured availability is a crucial element to the supplying of sustainable marine biofuel. Although there is great opportunity for all types of vessels in the longer term, short sea shipping, which accounts for roughly 40 per cent of all freight

moved in Europe, with fixed routes lends itself well to consistent biofuel supplies in the near term.

The ‘drop in’ nature (put simply, to blend with traditional fossil fuels) of biofuels is also critical, as it ensures that current logistical and operational systems can remain in place and every party can stay in a ‘business-as-usual’ mode. This is turn ensures that sustainable biofuel requires no investment in infrastructure; all that is required is a standard fuel tank and ex-pipe facility at berth or a standard bunker barge.

The lack of initial outlay to make a vessel ready to use biofuels is compelling. Installing scrubbers or making vessels LNG-ready costs both time and money – costs that operators can scarcely afford to incur given the current market conditions, especially when low oil prices have now elongated payback projections.

Furthermore, biofuels are a clean, high performance fuel that produces less sludge waste than fossil fuels, which ultimately means that their usage requires less engine maintenance than ship operators will be accustomed to.

Given all of these reasons, the adoption of biofuels is now an emerging strategy – one that is particularly underpinned by their drop-in nature and instant, quantifiable benefits in terms of a reduced emissions profile. Every indication is that, over the next few years, the sustainable marine biofuels market will quickly evolve to cement them as a core component in achieving a more sustainable, low-emission future for shipping.

From shipowners and OEMs to NGOs, government and ports, the whole of the industry is waking up to the development of this alternative fuel. Far from being in limbo when it comes to environmental progress, the shipping industry continues to innovate and embrace proven sustainable solutions that genuinely tick the right boxes. n Dirk Kronemeijer is CEO GoodFuels Marine. Dirk founded the GoodNRG Group after pioneering the market of bio aviation fuels with SkyNRG the global market leader in sustainable aviation fuel. GoodFuels Marine is part of the GoodNRG Group. It is the first company focused on creating the market for sustainable marine fuels. http://goodfuels.com

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Japan

Reclaim the

title

How Japan can lead the marine renaissance. By Tim Schweikert

B

eing an island nation, Japan is inevitably dependent on seaborne trade. Over time, this has led to it becoming a strong player in the global maritime market.

Japan’s shipbuilding pedigree has gained the country a foothold in LNG carriers, dry bulk cargo barge and pure car truck carriers (PCTC).

While Japan is still a significant player, large-scale investments made by the Chinese and South Korean governments in the 1980s pushed them ahead.

Japan’s energy market is also going through a period of change. Flat global trade, chronic vessel overcapacity and the low price of oil are some of the key factors affecting the market. Faced with these challenges, Japan’s marine industry should strategically move towards building technically advanced high-end vessels, investing in technology innovations to give itself the edge against competition.

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Gas-powered LNG carriers The LNG market remains the key powerhouse for Japan’s marine industry. Most of Japanese utility companies’ orders on LNG carriers are secured through Mitsubishi Heavy Industries (MHI) and Kawasaki Heavy Industries (KHI). GE’s Marine Solutions business has built a successful partnership with KHI, providing electric propulsion systems for LNG carriers - a testimony of GE’s engineering capability and a long-term commitment to Japan’s shipbuilding industry.

However, look at the demand side: LNG imports fell 3.9 per cent in 2015 from a record 88.51 million tons the year before, marking the first drop in six years and the lowest since 2011. Many anticipate the trend will continue. One of the biggest threats comes from the potential restart of nuclear power.

Lower power demand, rising coal-fired power generation and the low oil price are other factors impacting demand.

This will put pressure on LNG prices. In order

to attract orders, Japan must build its LNG carriers with innovation and technology at the forefront while remaining affordable. With the marine market struggling as much as it is, operators want cost-effective ships that allow them to work as efficiently as possible within a strict budget.

GE’s combined gas turbine electric and steam (COGES) system, for example, featuring a gas turbine to power the ship, is currently on track to save millions on a 174,000-cubic-meter LNG carrier based on its 20-year operation profile. It will be the world’s first turbine-powered LNG carrier, which will enable more eco-friendly and fuel-efficient vessel design.

A more environmentally sound approach Reducing carbon emissions is a key priority for all players in the marine market, but is arguably most important for ship operators due to changing regulations. In Japan, the Ministry of Land, Transport

in greater detail, predict downtime and act quickly to avoid potential failure. It can enable a shift from planned to condition-based maintenance and help to maximise customer revenues. Given the current conditions of the market, this level of agility is key for any operator, and Japan’s industry could make this one of its key offerings, differentiating it from its close competitors.

Preparing for the future The marine business is cyclical in nature. While we may be experiencing a downturn in some sectors, the market will inevitably pick up, and the industry must be ready to capitalise on this. Japan can look at regaining some of the ground it lost in the ’80s by offering high-performance vessels, which offer excellent value for money, are highly efficient and adhere to strict environmental regulation.

Technology is key to Japan achieving this.

New vessels need to be future proof, offering long-term reliability and connectivity, which will allow operators to comply with any financial or environmental issues that may lie on the horizon.

The current depreciation of the Japanese yen also puts the nation in an advantageous position in the global market.

An opportunity is waiting for Japan, but it needs to be brave, focus on the future and begin to reclaim its title of shipbuilding titan. n and Tourism has set a goal to reduce greenhouse gas emissions by 30 per cent from international shipping. This focus on going green has opened up a gap in the market. Japan could distinguish itself as a green shipbuilder, producing ships that are better for the environment.

The fuel-hungry engine is a good place to begin cutting emissions. Innovative technology can bring both huge cost savings and a reduced impact on the environment.

By using a COGES system, LNG carriers can meet IMO Tier III and United States Environmental Protection Agency Tier 4 standards without the need for exhaust after treatment. The COGES system produces low emissions and can operate on either natural gas fuels or marine gas oil.

GE’s L250/V250 Marine diesel engines are also built to reduce key emissions (in some cases by more than 70 per cent and are certified to meet EPA Tier 4 and IMO III). Most recently, GE’s 250MDC series engine with exhaust gas recirculation technology has been shortlisted for the Marine Engines Award, demonstrating a remarkable step forward in engine technology innovation.

Digital The time is right for the marine industry to benefit from new digital technology to further drive efficiency.

Efficiency should be considered right from the design phase. Advanced modelling software can be used to forecast a ship’s projected usage and inform the fit-out, meaning that ships are fit for purpose, fulfilling tasks that they were designed for and thus operating as efficiently as possible.

The use of technology to increase efficiencies does not stop here; mines of data which flow through the Industrial Internet will play a key part once the vessel is seaborne, harvesting information about its position, fuel usage, projected repairs and emissions. All of this data will allow operators to better deploy and manage their assets and make informed decisions rather than relying on gut feelings.

The software analytics can also bring ‘predictivity’ to marine operators, a real leap from traditional energy efficient marine equipment.

Powered by Predix*, GE’s SeaStream* Insight, can predict potential failure of a part before it strikes.

With such detailed oversight, operators can plan

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

Tim Schweikert is president & CEO of GE’s Marine Solutions business. GE’s Marine Solutions is dedicated to power and propulsion systems for customers in the workboat, merchant, offshore and naval industries. Smart engineering coupled with software analytics, we provide customers with data-driven efficiency. Connecting the physical and digital worlds, GE helps power, propel, position and predict the marine industry for operational excellence. https://www.gemarinesolutions.com/

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SMM 2016

SMMart shipping Taking place from 6th to 9th September 2016, the 27th SMM will provide further valuable insights to those in the shipping industry. Claus Ulrich Selbach, Business Unit Director of Maritime and Technology Fairs at Hamburg Messe and Congress, tells Jo Cooper what guests should expect from the leading maritime trade fair this year.

“P

resenting impressive innovations, facilitating conversations with top experts and offering conferences on the topics of the future, we will once again welcome more than 2100 exhibitors from around the world, including the Who’s Who of the maritime industry as well as newcomers and young start-ups whose purpose-designed products and services are valuable additions to the market,” begins Claus Ulrich Selbach. “SMM visitors will encounter all the international key players from the shipping sector, covering the entire value chain. The fair is also becoming more international with more than 60 nations being represented this time and Iran, Malaysia and Greece all setting up

country pavilions of their own for the first time this year.”

Viewed as a must for all stakeholders of the maritime sector and a great opportunity to meet up face-to-face with existing and potential business partners, SMM has gained a strong reputation for showcasing tomorrow’s trends and developments over the years, with 2016 being no different. Key topics for this year’s exhibition include digitalisation within this shipping industry, green propulsion, maritime security, environmental developments and the shortage of qualified personnel within the industry.

“Digitalisation is the leitmotif that pervades the entire SMM programme this year. Believed to bring fundamental change to the industry, experts are calling it the third revolution of shipping. What

makes this topic so very important is the current situation of the industry, which is marked by low freight and charter rates, a weak global economy, and strong fluctuations of the global flow of goods, all of which threaten the financial basis of the shipping sector. At the same time, we are faced with tightening safety and environmental protection regulations. The only way out of this dilemma is to optimise performance further, and the name of the solution is Smart Shipping.”

One day ahead of the exhibition’s official opening, a new conference titled Maritime Future Summit will take place dedicated to the discussion of advanced maritime technologies, with Smart Shipping taking the crown as the overarching topic within this event. “During this new conference international experts and major players across the sector

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SMM 2016

Claus Ulrich Selbach

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will discuss their visions for a high-performing, sustainable and successful future shipping industry. This conference will primarily focus on the challenges and opportunities of digitalisation when conventional means of optimising efficiency have been exhausted,” says Mr Selbach.

With smart fleet management and networking viewed as the next step for the industry, companies will need to embrace key new technologies such as telematics, satellite communication, data storage, information technology and automation to remain competitive in the long-term. Because Smart Solutions and the digital revolution are a major topic for this year’s exhibition, digital solutions are naturally central to the portfolios of many of the 2100+ exhibitors presenting their products and services on more than 90,000 square metres of exhibition area.

Part of this exhibition space will be comprised of a new area set up to highlight new developments in the field of green propulsion, with LNG a particular focus. Hall A5 will cover all aspects of alternative and environmentally friendly technologies in marine propulsion and will thus provide shipyards and equipment suppliers the ideal showcase for their alternative and low-emission technologies; these include LNG, methanol, fuel cells and hybrid and dual-fuel propulsion systems. “By providing this new exhibition hall, SMM underscores its technology leadership in the maritime trade fair market, however, exhibiting state-of-the-art technology is not all we do. Our conference programme provides a forum for discussing related perspectives, such as financing or efficiency and green shipping will be one of the top items on

the agenda of the Global Maritime Environmental Congress (GMEC) on 6th September.”

LNG will be a key topic at GMEC, with highly distinguished speakers such as Knut ØrbeckNilssen, CEO of the classification society and consultancy DNVGL Maritime, Martin Stopford, Non-Executive President of Clarksons Research, Paul Holthus, founder and CEO of the World Ocean Council, and Oskar Levander, VicePresident of the ship engine manufacturer Rolls Royce Marine reporting current trends in this area.

The conference will also discuss new, tighter regulations such as the upcoming ballast water convention or the planned ECA zones in China.

Following GMEC is the Maritime Security & Defence conference on 7th September, which is anticipated to include a number of high-ranking naval and coast guard delegations from all over the world. “The topics covered by the conference will also be reflected at the stands of well-known naval suppliers in the exhibition halls. For example, Hall B8 will highlight essential risk aversion products and services for the protection of ports and sea routes and how to secure ships against pirate attacks,” highlights Mr Selbach. “SMM will present solutions and strategies to make shipping safer, for example, by implementing appropriate measures on board.

The presence of top-level naval and coast guard delegations at the fair will help interconnect the military and civilian segments of the maritime world. SMM covers all aspects of security and defence, allowing us to present a holistic picture of the global maritime security situation.”

On top of these topics, SMM will be brimming with expert advice and technological developments from a wide range of companies, organisations and speakers on subjects ranging from cyber attacks to career opportunities. For example, the Maritime Career Market (MCM) will be providing companies with an excellent opportunity to meet up with promising young talents and experienced potential leaders; MCM is also making an increased effort in targeting female candidates in line with a new trend of women entering the shipping industry.

With the most cutting edge innovations, leading experts in their chosen field and great opportunities to network, this year’s SMM looks to be even more international and innovative than ever, as Mr Selbach concludes: “SMM has always been a source of new ideas and a driving force for the maritime industry, at the same time it is an ideal platform for sharing information, getting inspiration and closing deals. An exhibition booth at SMM or a visit to SMM will always pay off, literally speaking.” www.smm-hamburg.com

Profile: Insatech

Marine

High

performance E

With a mission to be a trustworthy and competent partner, the company has developed longstanding relationships with some of the leading manufacturers within instrumentation and automation across the globe

stablished in 1989, Insatech A/S has been focused on automation and instrumentation since its inception, and, with more than 25 years of experience, it has become a strong partner for customers and suppliers alike. With a mission to be a trustworthy and competent partner, the company has developed longstanding relationships with some of the leading manufacturers within instrumentation and automation across the globe. Continuously striving for the best possible solution within automation and instrumentation, the company boasts enviable knowledge and experience of the maritime industry in business segments such as process instrumentation and calibration equipment, automation control and data acquisition; the system design, engineering and validation of DCS and safety systems as well as marine and ship solutions.

A recent successful project for Insatech Marine took place in 2015, when Team Tankers International chose the company’s Performance Monitoring System to ensure continued success in an increasingly competitive freight market. Continuously searching for ways to enhance their fleet’s performance in order to stay competitive,

Team Tankers knew that in order to optimise, they first needed to measure; in response to this the company researched a number of options before installing a performance monitoring system from Insatech Marine.

After only three months the benefits are already emerging.

As a worldwide chemical carrier, the key to Team Tankers International staying competitive is its ability to manage each voyage thoroughly. This means running a tight ship by focusing on fuel and energy consumption and by enhancing crew awareness, as well as implementing fleet wide optimisation projects. However, as technical project manager Henrik Marloth explains: “If we can’t measure the effect of a project, we can’t optimise. We needed a tool to monitor performance.” Team Tankers considered several different systems, but the choice fell on Insatech Marine’s performance monitoring system. “The platform is great and the system is very flexible; if we decide to add new measures, we can do so. We have had influence on the system and could design it almost as we wanted, which has been really important to us. Furthermore we wanted to own the data, which we do with the performance monitoring system.”

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Profile: Insatech

Marine

Performance monitoring system

Crew awareness: The cornerstone of performance optimisation success “The performance monitoring system does not earn you money – unless you apply awareness,” says Henrik Marloth. Having done so, Henrik sees a clear advantage: “We are able to operate our ships more efficiently; furthermore our staff at shore are able to view the same data and trends. It’s a valuable tool, which the crew has really adopted. One of our captains called it liberating to always know how the vessel was performing against the KPI’s.”

Henrik describes the system as a decision enabler, aiding operator and vessel senior management in determining the best course of action: “If the expected voyage conditions changes, for example, due to bad weather, and thereby increases bunker consumption higher than planned, we can, as a team (ship-shore), act immediately and decide our best course of action. In the past we had limited information and basically we could only conclude upon voyage result at each voyage completion. However, now we are able to take more factors into consideration, when we decide whether to keep the same speed or change it. The factors can be weather, next voyage and other commercial factors. The goal is to be able to optimise our performance in real time, and we are convinced that we will be able to so with the performance monitoring system.”

Annual savings based on recent performance system optimisations Though the installation of the performance system was made in the summer of 2015, Henrik explains that after only three months they have already made some interesting discoveries, which will translate into huge annual savings. “Based on the data we were able to reduce fuel consumption significantly, as the data has allowed us to optimise trim and compare sister vessels, to thereby

increase vessel performance.” Trim optimising is an important performance factor, however Team Tankers International also has other goals, such as reduction and better utilisation of generators by reducing parallel operation and reducing the power consumption.

Testing and verification of pilot projects The system has several uses. By creating a valid baseline Team Tankers International evaluates pilot projects to find the most feasible investments before rolling it out on fleet level. “Currently we are evaluating high end antifouling products on our hull and propeller coating.” The goal is to verify that the products are complying with the manufacturer’s specifications. Furthermore, a reduction in hull cleaning and propeller polishing is expected. Other enhancements such as propeller boss cap fin are at the moment being evaluated using the performance system.

“By utilising the system and data we will be able to verify and confirm which types of antifouling products are most optimal, as well

as the timing of hull and propeller cleaning,” says Henrik.

Based on the initial experience with the performance system Henrik says: “We expect to cut down our total fuel consumption with three to five per cent per ship/year, but that is probably a little conservative.” While technical tests and projects are now possible to evaluate, Henrik stresses that the ultimate benefit of the system is the crew awareness and the added value it will create. “Without it you cannot leverage consumption reductions or operational optimisation,” he concludes.

With Team Tankers just one example of Insatech Marine’s capabilities when it comes to delivering customer satisfaction through innovation and reliability, the future looks positive for the company as it continues to help optimise performance and co-operation between ship and shore.

Insatech Marine www.insatechmarine.com • Supplier of performance optimisation solutions • Supplier of bunker management systems • More than 25 years of experience

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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.

Insatech Marine Garrets International Jenkins Marine Ltd Marine Technologies Tasneef Dellner Brakes AB DUC Marine Group ECU-Worldwide Lßbeck Port Authority ME Solutions AB Neptune Lines Hakvoort SHIPYARD Chartco Shoretension Sølvetrans Holding asa BMO Offshore PT Anggrek Hitam NGM Energy

Profile: Garrets

International

Driving

progress Piri Reis Ship Supply

PIRI REIS is a young and dynamic ship supply company demonstrating it’s expertise and capability by serving the world’s reputable cargo ships, cruise ships, ferries and navy fleets at the crossroads and major ports of Turkey.

As a preffered supplier of GARRETS INTERNATIONAL in Turkey, our mission is to give the best and complete service, anticipate and customise our clients needs by providing truly personalised and friendly service, just in time, with the most competitive prices.

PIRI REIS transit warehouse stores a wide range of frozen and dry provisions which address many local tastes all around the world and enables us to serve with a succesful blend of high quality products. A strong connection with the local market gives us the chance to serve you with most fresh and natural products; A gift to all of us from this productive geography.

We are proud to have been nominated as Garrets Preferred Supplier in Turkey for the last 18 months and continue to strive to be the best Supplier in this Region.

O

perating as part of the wider Wrist Ship Supply, Garrets International represents one of the marine industry’s largest and most accomplished provision and stores management companies. Garrets became part of Wrist as of 28 January 2016. SeaStar operates as a business unit within Wrist and was established in 2009 to specialise in the handling of consumable budgets and the delivery of consumables to ships all over the world. With the support of Wrist, the company quickly established a strong reputation and a customer platform of 600 ships.

Garrets International was founded in 1991 to facilitate full co-operation between ship owners and managers, crew and suppliers by providing a complete provision management service. By 2015 Garrets was recognised as a world-leading marine provision management company with a fleet of over 1000 ships of all types and sizes

under supplying them in ports around the world. Today both companies operate as a single entity under the Garrets brand with offices located within Denmark and the UK, as well as a dedicated sales office within Singapore. “If you consider the legacy of the business, SeaStar had organic growth of around ten per cent during 2015 and with the acquisition of Garrets the company collectively has in excess of 1600 ships under management,” explains CEO, Niels Snog. “Our ambition is to be the best, and this acquisition provides optimum conditions for just that.”

Following the acquisition the former SeaStar and Garrets continues to operate as a leading supplier of provision and stores management solutions for the marine industry that combines the expertise of Garrets with the global presence of its new parent company. Wrist represents the largest ship supplier in the world, offering Garrets a strong professional base from which to

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Profile: Garrets

International

First Choice Marine Supply

“We are extremely pleased to have the opportunity to work with a prominent organisation such as Garrets International”, says First Choice Marine Supply Director Gary Guy. “This Partnership has resulted in strong, professional relationships which equates in a delivery method between the two companies as a ‘Team Approach.’ There are many parallels between our companies such as insistence on quality products that are competitively priced and world-class customer service. This is a strategic, long-term relationship and one of great value to First Choice Marine and one that we believe is mutually beneficial to both our companies.”

Experienced staff co-ordinate on-board deliveries with the ship and their appointed agent, always looking for opportunities to consolidate with other deliveries to optimise logistics, alleviating customers’ purchasing departments of time-consuming purchase and logistics tasks

agent, always looking for opportunities to consolidate with other deliveries to optimise logistics, alleviating customers’ purchasing departments of time-consuming purchase and logistics tasks.

Since becoming part of Wrist Garrets has also taken on the diversified services of SeaStar, which had introduced a new stores management edition as of January

G. Pierotti

G.Pierotti is a general ship supplier with more than 65 years of experience. It is able to offer items ranging from provisions to general stores (cabin, deck, engine, safety, charts & publications, ecofriendly chemical products, etc). Based in Santos - Brazil, the largest port in South America, it also serves: São Sebastiao (Branch office), Paranagua, Sepetiba-Itaguai, Angra dos Reis, São Francisco do Sul, Rio de Janeiro and other Brazilian ports under consultation. G. Pierotti is able to cover with high quality performance a diverse range of clients, such as International Caterings.

continue to develop its service offering.

Garrets sources from the best suppliers worldwide. Last year Garrets made supplies throughout 712 ports across 113 countries, for each ship’s specific provisioning needs, screening quotations from multiple suppliers on its customers’ behalf. Its experienced staff co-ordinate on-board deliveries with the ship and their appointed

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Profile: Garrets

Garrets was

awarded a Good Egg Award by Compassion in World Farming in recognition of its commitment to source only cagefree eggs across its European operation

SamShip

Raymond Samandar & Co. Shipchandling NV (Samship) were founded four decades ago and have grown to become the leading ship supply company in Willemstad, Curaçao. We cater to our customers’ needs 24 hours a day every day of the year offering the widest range of high quality products and services at the most competitive prices. At Samship we carry large assortments of provisions, deck, engine, cabin and bonded stores in stock at our warehousing facility with cooler and freezer storage spaces, giving us the ability to provide fast turnaround service and meet your scheduled deadlines with whatever you require.

2014. Today the implementation of this stores division compliments Garrets’ provision of consumable items and provision management solutions by providing year-round solutions in non-consumable stores for ships globally. “With provision management, we’re expanding our concept to also include the purchasing of general consumer goods. This can be everything from tools to work wear, kitchen equipment and non-skid mats,” Niels outlines. “A yearly budget is compiled, and we will then help the ship stay within this budget. Prices can differ upwards of 200 per cent from port to port, but when shipping companies outsource the management of all purchases,

International

they don’t feel the price difference as we have agreed on a fixed budget. This means peace of mind for the shipping companies, knowing that we can guarantee a consistent quality on the ships, regardless of where they are in the world.”

While Garrets is a proven industry player in the field of ship supply, the company is also a prime mover in the training of chefs onboard and the introduction of the highest standards of food quality within the marine industry. During 2015 for example, Garrets was awarded a Good Egg Award by Compassion in World Farming in recognition of its commitment to source only cage-free eggs across its European operation. Garrets represents the only maritime company in the world to have received this award. “Presently the improvement that has been achieved in products sold in supermarkets on land in terms of quality and ethics is generally ahead of what is supplied at sea,” Niels explains.

“There are many countries around the world where it is hard to be able to meet these standards and we would like to be part of trying to drive those changes throughout the marine sector. Being a market leader, we would like to try to set the tone and while we accept that we cannot do this alone, we feel that we have a responsibility to drive some

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Profile: Garrets

International

progress in this area and sometimes to be the first mover in the industry.”

As part of its commitment to quality and co-operation with customers, Garrets also operates training courses for ship’s crew in association with a local school in Manila and is in the process of setting up a similar

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facility in Mumbai. Further to delivering expert training on land, the company also maintains a core of first-rate chefs who act as superintendents that can operate aboard customer’s ships to train staff and identify areas of improvement. During the next 12 months, the company will focus on further establishing these services inline with the company’s wider activities to deliver a fully comprehensive marine supply solution.

“We are currently working to develop the stores management division to the same level as the provisions management part of the business,” Niels concludes. “Over the next five years we intend to continue to grow organically above market rate, and we continue to seek acquisition possibilities, while ensuring a good quality of service in terms of both provisions and stores and to act as a prime mover in bringing new services to the market.”

Garrets International www.garrets.com • Part of Wrist • 1600 managed ships • Provisions and stores management specialist

Why you are our #1 priority In shipbroking, financial opportunities are plenty, and if the global economic downturn has taught us anything, it is that you do not entrust your financial interests to an inexperienced broker house.

Maersk Broker is a global shipbroking company with over a century of experience, a worldwide presence, unrivalled dedication to customers, and an irrepressible spirit of creative problem-solving.

We cover all segments and sizes within shipbroking, along with market research and financial services.

In everything we do, we always start with you – creating opportunities and always to your best advantage.

Over the years, we have learned that the better we know www.maerskbroker.com Copenhagen: +45 3344 1400 Singapore: +65 6323 8392

our business partners, the better able we are to meet their needs. In fact, this insight has shaped our whole business model.

With almost 300 brokers and staff around the world, we are one of the world’s biggest shipbrokers. But we have made decentralisation a cornerstone of our business -employing local specialists at 17 offices worldwide.

This combination of global reach and local presence is your guarantee that we hear you – and that our analysis and insights are always available to you quickly and conveniently.

Want to know more? Contact your local shipbroker, and let us assist you in developing your business.

JML Rib at Poole, Dorset

A new

venture

The company’s investment into developing its fleet has also been complemented by an active order book that has seen Jenkins Marine complete several, technically demanding operations across a range of applications

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F

rom its base in Poole within Dorset, Jenkins Marine Ltd has developed an expert reputation for the delivery of a variety of marine services comprising vessel charter, dredging services and facilities management. Jenkins Marine was founded during 1988 and continues to operate as a family business, managing a fleet of specialist vessels including hopper barges, deck cargo barges, multi-role vessels, motor tugs, modular pontoons and workboats. The diverse fleet of vessels and equipment maintained by Jenkins Marine matches the diverse needs of the company’s clients and it operates to meet and exceed the expectations of its customers with a both professional and personal approach. Because the business values its clients and is able to nimbly adapt to their needs, Jenkins Marine enjoys many long-lasting and profitable relationships with operators throughout the marine sector. Additionally the company also operates as an approved contractor for several local authorities and industry players, including registry on the Constructionline preapproved contractor database.

Jenkins Marine was previously featured in

Shipping & Marine magazine in September 2014, during which time Managing Director, Dan Jenkins discussed the company’s ambition to maintain a modern fleet of vessels including the 2013 acquisition of a 25 metre multi-cat Avon. Over the past 18 months the business has continued to focus on the development of its fleet to address the diverse needs of its clients. During June 2015 for example, the company announced the purchase of two additional deck barges in response to an increasing client demand for stable marine platforms to accommodate larger equipment. JML18 represents the smaller vessel with dimensions of 18m x 12m x 1.2m and a cargo capacity of 75 tons while JML50 boasts dimensions of 50m x 14m x 3m, making it one the largest vessels in the Jenkins Marine fleet. Both vessels will provide additional stable work platforms for the company’s increasingly busy deck barge contingent and are designed as swim-ended, rectangular, flat top deck cargo barges with two spud legs for precise position holding and a shallow draft that makes the craft suitable for work close to shore. Each barge also features a large deck load capacity for

Profile: Jenkins

Marine Ltd

The Doreen Dorwood with the Hopper Barge, Needles dredging

bulk cargos including rock and heavy plant.

Originally built in 2009 and operated by Neptune Marine in Holland, JML50 today also represents one of the newest vessels within the Jenkins Marine fleet. With her newly installed spud legs and impressive 1300 tonne capacity, JML50 will allow clients the option of using large construction items, including crawler cranes, for marine projects.

“The addition of these two vessels clearly demonstrates our continued commitment the needs of our customers and the importance we place on offering them greater choice and flexibility. When we saw JML50 come up for sale for example, we thought that the vessel would complement our existing fleet of flattop barges as we frequently get enquiries from customers for larger barges and we felt that the barge would fit it in well with the fleet as a ‘next size up’ solution,” Dan says. “When we bought the vessel it was located in Ostend, so we sent one of our own tugs, the Handfast to bring her over. It was delivered to ship repair company Manor Marine that worked on the vessel to make it ready for service. JML50 is now in great condition with a new MCA loadline certificate and is ready to go.”

During November 2015 Jenkins Marine also announced the increasing versatility of its workboats through the addition of the JML RIB to its fleet. JML RIB was previously owned by Red7Marine and is a highly manoeuvrable, twin inboard diesel engine ridged inflatable that is ideal for crew

support duties, safety work, dive support operations and as a working platform. The vessel is certified for MCA Cat. 3 Workboat Code of Practice and has all the required safety equipment. It has a capacity of up to six persons including crew and its own road towable trailer for delivery. It comes with a

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JML Rib

JML RIB’s manoeuvrability and a top speed of 30 knots makes her our fastest vessel and a valuable addition to what is already a versatile and wide ranging work boat fleet

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customised set of certified lifting slings for a single point overhead lift as required. Rigid inflatable boats (RIBs) are regarded as one of the safest ways to transport people and equipment over long or short distances at sea in the most challenging of conditions.

“JML RIB’s manoeuvrability and a top speed of 30 knots makes her our fastest vessel and a valuable addition to what is already a versatile and wide ranging work boat fleet,” Dan exclaims.

The company’s investment into developing its fleet has also been complemented by

an active order book that has seen Jenkins Marine complete several, technically demanding operations across a range of applications. “We have been relatively busy of the past 18 months, which is very positive,” Dan elaborates. “There are two main parts of our business, one of which is the hire and charter of either manned or unmanned vessels, while the other aspect of our operations involves the provision of a full dredging service – this has been very busy in the past six months.”

Projects completed by Jenkins Marine in recent months include salvage and maintenance dredging operations throughout the UK. All of its operations require the company to meet demanding levels of industry standards, as well as high levels of environmental legislation. “It is interesting when we work with contaminated sediments for example, as this has been a hot topic for several years and contaminated mud requires special measures to deal with. Therefore any work that involves any contaminated mud is naturally quite heavily regulated and it is a requirement to be qualified to a high

Profile: Jenkins

Marine Ltd

Kaymac Newport at Parrog, Pembrokeshire

Wytch Farm oil field. Operations on the island are expected to continue day and night 365 days a year and some 13 new employees have been bought onboard to help deliver continued support services and maintain this activity. As an exciting addition to the existing business, the activities of Jenkins Marine are easily transferable to Jenkins Marine Oilfield Services, offering the company significant opportunity for the future. “It has been a lot of work but the company is all set up now and it has been a relatively smooth transition,” Dan concludes. “We certainly hope that the relationship with our main client will result in further work that may make use of the other Jenkins Marine vessels. While focusing on this business we will also keep our eyes open for new vessels that either complement or replace parts of our existing fleet.” standard to work in that environment,” Dan observes. “We have a good customer base in this area and every year we work with several customers, including port authorities such as Yarmouth on the Isle of Wight where we have a term maintenance-dredging contract.”

During the course of its operations, Jenkins Marine has formed several working relationships with several providers of specialist equipment. The company’s relationship with WM Plant Hire and its Managing Director Damian McGettrick, for example has lasted over two decades. “We have worked together with WM Plant Hire for many years now and created a great working relationship with Damien,” Dan explains. “We have come trust the reliability of their excavators and the experience of their operators. The vessel of choice for working with WM’s larger long reach excavators such as their CAT 345 is usually the Doreen Dorward, on such projects as dredging the deep water quays of the Port of Jersey.”

A defining moment in the development of Jenkins Marine was the founding of a sister company named Jenkins Marine

Oilfield Services. Starting in March 2016 with a contract for Perenco UK the new company will be operating vessels within Poole Harbour to transport passengers, freight and equipment to and from the oil wells located on Furzey Island, part of the

Jenkins Marine Ltd www.jenkinsmarine.co.uk • Dredging contractors • Growing fleet of specialised workboats and barges • New sister business

WM Plant Hire

WM Plant Hire operates one of the largest fleets of long reach excavators in the UK with over 50 years of experience. The company’s expertise lies in providing specialised plant; particularly in the marine industry working on dredging and marine construction projects together with flood and coastal protection works.

The company has a long-standing relationship with Jenkins Marine, having worked together on many projects over the last 15 years including marine dredging, sea outfalls, offshore windfarms and most recently the Cowes Breakwater project.

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Dynamic

innovation F

ocused on providing superior vessel control solutions to the international offshore and commercial shipping industries since its establishment in 2002, Marine Technologies LLC (MT) has become a world leader in the development of vessel control systems and a one-stop-shop resource for clients operating in the shipping and offshore industries. Having equipped its first vessel with an improved dynamic positioning (DP) system 16 months after its formation, the company went on to deliver more than 300 type-approved DP systems of all IMO classes alongside less complex DP and joystick solutions.

Based on a distributed architecture that focuses on both redundancy and segregation, the company’s Bridge Mate DP concept boasts a robust design with distributed operator stations, DP control computers and distributed thruster and

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sensor interface units. Each interface can be placed close to the thrusters, reference systems and sensors to be interfaced, while the interfaced units design makes the Bridge Mate system highly suitable for retrofit and upgrades.

Three systems are available to clients: Bridge Mate DP 1, DP 2 and DP 3. The first system is based on a fully distributed concept and has a single control computer, one operator station and separate IO units that interface the sensors, power source, positioning reference system and thrusters.

The DP 2 system has the same modules as DP 1, but instead uses three control computers and two operator stations to comply with Class 2 rules. Using three control computers makes majority voting possible between the computers and also for a computer to be rejected, should it break down or fail. Meanwhile, the DP 3 system has an extended hardware

Profile: marine

configuration and consists of a triple redundant DP controller, three IO units to interface components and a physically separate, fire-safe compartment where one control computer, one operator station and one sensor IO unit are to be located in order for the system to comply with Class 3 requirements.

technologies

Since it was previously featured in Shipping & Marine magazine in July 2015 the company has responded to the challenges that are currently taking place within the offshore oil and gas industry by expanding into new markets; these include yacht, cruise, windfarm, fish farming and general maritime industry. This has proven

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While it is presently in the process of starting to commission the first of the two Windea vessels at the Ulstein yard, MT is also focused on delivering high quality solutions to Royal Caribbean Cruise Lines (RCCL) – the company’s first entry into the cruise market

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to be a judicious decision for the firm, which today boasts a healthy order book thanks to a new contract to supply new windpower vessels that are being built by Ulstein as well as a number of other large contracts for clients within the offshore and commercial shipping industries.

“Over the last nine months we have mainly been operating on windmill support vessels,” says Sveinung Tollefesen, Managing Director & R&D manager of Marine Technologies LLC. “We have delivered a number of complete bridges for the windfarm support vessels. Based on the feedback we have received and the requirements for the next delivery to Ulstein on the Windea vessels we are now in the stage of delivering the first vessel that has extended functionality for windfarm support vessels. This includes functions to minimise the time used to get the vessel ready to connect the gangway and automatic sailing from one windmill to the next. The MTECDIS have also added special functions like drawing the vessel and gangway to the windmill in exact dimensions, time to other windmills and so on.”

He continues: “We have also been involved in specialised DP operations and delivered the first two cable lay and anchor assisted vessels in March 2016, which means special functions for cable lay and anchor/towing assistance are now available in the system. This is also able to be used on the external force environments. Furthermore, we have added more applications to the yacht specific market to our integrated solution; this is for navigation light, search light and other small bridge functions to get them available in the integrated solution.”

While it is presently in the process of starting to commission the first of the two Windea vessels at the Ulstein yard, MT is also focused on delivering high quality solutions to Royal Caribbean Cruise Lines (RCCL) – the company’s first entry into the cruise market. “MT got the first contract with RCCL for an upgrade of the DP system on one of their Cruise vessels. This is an important step into this company and market for MT and we hope to demonstrate our products successfully here so more Cruise vessels can be added to our project list,” highlights Sveinung.

Having taken a step away from more traditional markets, the company is currently enjoying a wave of success.

Profile: marine

technologies

including a new radar basis, a new chart radar, new navigation support applications as well as preparations for INS approval.

Overall we believe this will make our total integrated bridge solution one of the most comprehensive and user friendly in the market.”

Keen to stay at the forefront of innovation in the maritime technology sector, both within the DP segment and with regard to integrated solutions for navigation, automation and communication as a whole, Marine Technologies’ goal of steady growth in all business segments is certain to continue as further opportunities in a diverse range of markets open up to the dynamic firm over the coming years.

However, not a company to rest on its laurels, MT has also maintained its focus on the development of new products and enhancement of existing products; a trend that will remain at the forefront of its operations, as Sveinung explains: “The upgraded MT-BB100 VSAT antenna has

been in the market for almost a year now and we have received very good feedback on it. So we have extended this upgrade also to the MT-BB125 and MT-BB150. On top of this, we are also in the process of upgrading our IBS solution with several new or improved features and functions,

Marine Technologies www.marine-technologies.com • World leading developer of vessel control systems • Expanding into new markets such as cruise, windfarm and fish farming • Enhanced newest broadband system in 2016

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Exceeding

expectations The ability to meet the needs of clients in a diverse range of markets is due to Tasneef being comprised of an expert team that has gained years of experience within the oil and gas market, which ensures the needs of customers are wholly catered to in a thorough, knowledgeable and dedicated manner

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E

stablished in 2012 as the first classification society in the United Arab Emirates as well as in the Gulf Cooperation Council (GCC) region and Arab world, Tasneef focuses on its core mission of serving the interest of the UAE and its clients through promoting the security and safety of life and property. Moreover, the organisation also seeks to protect and to preserve the natural environment in its vital maritime domain.

Within the marine sector, Tasneef’s core operations are vessel certification, inspections & audits, research & development, training and technical advisory. Activities include classification services related to newbuilds and ship in service, merchant ships, naval ships, yachts, statutory services, certification of materials and components, maritime and naval advice and consultancy. Furthermore, the Emirates Classification Society ‘Tasneef’\ has also launched Tasneef Academy, which specialises in delivering health & safety

training, management system training, marine training and naval training for the maritime sector.

In line with its focus on the classification and certification of ships and offshore platforms, Tasneef signed a service agreement with the Italian Classification Society RINA in 2012, which established three years of a strategic partnership to assist Tasneef in the development of classification services. This development resulted in the launch of the TASNEEF-RINA Business Assurance, an entity for the issue of international certification, verifications, training and advisory services. In more detail, this includes management systems certification for quality, health and safety such as ISO 9001, BS OHSAS 18001, SA 8000 and ISO 27001 alongside environmental, energy and GHG; this includes ISO 14001, ISO 50001, ISO 20121 and BEST 4 Business Sustainable Task for quality, environment, safety & social accountability. Activities within

Profile: tasneef

TASNEEF-RINA Business Assurance also include product/service certification, personal certification and business assurance for inspections and testing for customers within a diverse range of industries.

Indeed, although the organisation focuses on the marine sector, it also delivers services to business segments such as ports planning & design, energy, aerospace & defence, transport engineering, transport & infrastructure, audit programme and geo-sciences sectors. The ability to meet the needs of clients in a diverse range of markets is due to Tasneef being comprised of an expert team that has gained years of experience within the oil and gas market, which ensures the needs of customers are wholly catered to in a thorough, knowledgeable and dedicated manner.

Following the signing of this service agreement, the firm achieved UAE National recognition from the UAE maritime flag administration in July 2013 and more recently became the first classification society in the UAE to gain accreditation from road and transport ministries in the Arabian countries.

Approved by transport ministers in the region in November 2015, this development enables TASNEEF to explore new horizons in the region’s maritime sectors while also supporting a single vision to strengthen the principles and foundations of a strong maritime industry in the UAE. Indeed, by working together, Tasneef and those operating within the UAE’s maritime sector aim to unify the necessary laws for shipbuilding in the UAE and supervise ships in accordance with global standards.

Having undertaken this significant leap, Tasneef’s short-term objective is to obtain the recognition of the flag administrations of all GCC and surrounding countries; it will do this while remaining true to its commitment of providing up-to-date classification services of the best possible standards of quality.

For example, in September 2015, it was announced that new rules for domestic ships not covered by international conventions came into force, with Tasneef surveyors currently ensuring compliance with regards to the new rules in the UAE. Developed by Tasneef, the rules have been adopted by GCC countries and have become known as the GCC code, which is comprised

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Profile: tasneef

Mouawad Consulting AS

Mouawad Consulting AS and Tasneef, as partners, are able to offer consultancy on best strategies to meet the requirements of the BWM Convention, as well as turnkey solutions for ship owners and operators. Some typical services we are able to offer include: 1 Market Study to choose 2-3 systems which will fit the ship or group of ships 2 Survey onboard where our naval architects will use the latest of 3D scanning technology and know how in ship design to find the most suitable area for installation 3 Pipe-in the equipment in 3D and present a solution for the ship owner in 3D,based on which we can produce drawings for class approval and pre-fabrication of pipes and structures 4 Installation onboard the ship either during dry- dock or with riding crew With our turnkey solution, we are able to recommend, design, install and commission a BWM System onboard ships, using in-house software, hardware and know-how.

of a set of safety regulations for cargo ships not covered by IMO conventions as well as small passenger vessels that have less than 200 person capacity. This code will not only enhance the safety of vessels operating within these waters, but will also help protect shipping personnel, shipping assets and the environment.

Indeed, the Society is committed to playing an integral role in the launch of environmental initiatives in line with developments in the UAE and recently signed a landmark partnership agreement with Drydocks World to develop initiatives for the regulations required for the world’s first LNG powered harbour tug.

Launched under the trademark Elemarateyah, the vessel is part of the Dubai Maritime Green Initiative that aims to encourage environmental excellence in the marine, oil and gas and energy sectors.

This landmark boat will have a dual engine capable of operating with both traditional MDO and LNG and is anticipated to drive the shipping and maritime industry into

using LNG over MDO in the future. The design, steel cut, installation and fitting out supervision of Elemarateyah will be carried out under Tasneef’s rules. Once the build is completed and the vessel is in operation, Tasneef surveyors will carry out periodic inspections of the vessel.

While Tasneef will continue to operate in regional markets at its headquarters in Abu Dhabi, it also has its sights set on global expansion over the coming years having recently expanded its reach to areas such as Australia and Asia. This progression is due to the society’s development of the Sahara Rules, which can be applied to vessels that operate in Gulf waters only. The first ships to be built to these rules are in Romania and Australia under the supervision of Tasneef to ensure the ships can operate in conditions that include high temperatures, humidity and water salinity levels.

Furthermore, in a significant step towards supporting floating marine facilities, Tasneef and Kleindienst Group of Dubai signed a contract in December 2015 under which

Tasneef will provide classification standards, design assessment and surveillance during construction for the floating villas, also called ‘Floating Seahorses’ being constructed by Kleindienst Group. The project is the first of its kind in the world.

With more than 150 ships under its class, the Society is currently in the process of setting up other offices in the region to ensure it can keep up with the demand for a locally based classification society. Having exceeded the expectations of those operating within the Society, the world is Tasneef’s oyster as it continues to raise awareness on the significance of applying safety regulations on ships to ensure the best possible levels of security, safety and quality in the gulf maritime industry.

Tasneef www.tasneef.org • Emirates classification society • Achieved UAE national recognition from the UAE Maritime Flag Administration in July 2013 • Recently signed contract for floating villas

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A show-stopping Within the marine industry we are working around the propulsion shaft and specialise in making custom size brake systems, locking systems, and turning systems; we call this STL (Stop Turn and Lock) Marcus Aberg, CEO of Dellner Brakes

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system

S

ince its foundation in 1941 by Master of Science Jan Dellner, Dellner Brakes has been part of the Dellner Group of companies that today has more than 700 employees and production or service offices in all parts of the world. Divided into two major sectors, industrial and rail, the Dellner Group industrial segment is the coming together of three companies within the Dellner Group - Dellner Brakes, Dellner Dampers and Dellner Woodville. These three companies are at the forefront of their fields in brake systems, damper applications and polymer technology.

Having expanded strongly over the last few years, Dellner Brake’s brake systems are used in industries from shipping, offshore, mining, paper, oil and gas and energy. “We are a small organisation in a big group with a lot of engineering knowledge; because

we are small and have this expertise we can easily adjust to market demand and find new opportunities. We also use these capabilities to develop strong customer relationships that involve working with customers instead of for them. Customer satisfaction is very important to us,� says Marcus Aberg, CEO of Dellner Brakes.

To be able to deliver solutions to a broad range of demanding sectors, the company has achieved high technical competence, with staff working daily on tasks such as mechanical, electric and hydraulic design, assembly and testing. Small and flexible, the ISO 9001:2008 certified Dellner Brakes benefits from fast decision making and accessibility and is careful when it comes to documenting its systems, progress and unique solutions.

A world leader in marine applications,

Profile: Dellner

the Swedish firm develops, manufactures, markets and maintains brake solutions for both the industrial and marine industries.

Proud to deliver reliable and cost-efficient turnkey solutions, the company is able to use different combinations of its own standard products to ensure customer satisfaction to owners/operators of a comprehensive range of vessel types. Within the marine industry, the company’s products are used in large military ships, oil tankers, freight ships, ferries, luxury yachts and luxury liners.

“I would say around 50 per cent of our entire revenue comes from the marine industry and we have delivered brakes to almost every type of vessel. Within the marine industry we are working around the propulsion shaft and specialise in making custom size brake systems, locking systems, and turning systems; we call this STL (Stop Turn and Lock),”comments Marcus. “The first STL system we made wasn’t actually for the marine industry, however, we took the knowledge from that specific project and used it in the marine industry. This knowledge has been developed over the years and we are now on the fifth generation of the STL system; we will soon be launching a new generation of the system, which will be lighter, tighter, stronger and more usable than the ones currently on the market.”

Since the introduction of Generation 1 in 2002, STL has been developed and enhanced over the years; it also quickly changed the world market for industrial and marine locking systems. Offering one or several of three functions, all of which are contained in one customer interface, STL includes stopping, in which Dellner Brakes’ hydraulic or electric disc brake calipers effectively handle the stopping operation; turning, where mechanical linkages with hydraulic cylinders or electric motors position the disc brakes, and, together with an intelligent control system, the shaft is turned or indexed without the need of other turning devices. Last but not least is locking, in which the device LM has a specially designed tapered pawl that is engaged into the machined slot on the outer peripheral of the brake disc; this locks the shaft into place mechanically. This device can be operated manually, hydraulically or electronically.

Features of STL include a robust and maintenance friendly system, a range of different friction materials for the varied requirements of customers, remote and/ or local operation, fully automatic push button availability and lock-out maintenance functions. “When you buy a three-function propulsion shaft from Dellner Brakes you are

Brakes AB

The STL-System: A multifunction unit all contained in one customer interface

effectively buying a system that saves a lot of time,” says Marcus. “This is a major advantage for our customers; alongside these benefits we take care of the installation and the customer then has a product that can stop, turn and lock all in one.”

With innovation at the core of Dellner Brakes’ activities, the company is soon to launch the newly developed STL system, which is based on ther knowledge of working with this technology for more then one decade. Features of the product within the stopping process include faster directional changes and maneuverability as well as less load on propulsion systems, while features on the turning process include hydrodynamic bearing conditioning while in port; a reduction in marine growth on shafts, stern seals, propellers and hubs and optimised propeller blade positioning while sailing (sail, twin screw). Improved features of the locking function include reduced fuel consumption during feathering while sailing, less load on propulsion systems, lock-out maintenance

function and personal safety, with equipment and environmental protection.

“This new generation of the STL system will be launched at SMM, however, we are already working on the seventh generation of the system, which will be launched at some point in the near future,” says Marcus.

While the company focuses on enhancing its highly respected system and seeks out opportunities to expand its broad customer base at exhibitions such as SMM. It also has a number of developments in the pipeline for both the marine industry and the industrial market. It would appear that no one is putting the brakes on this successful company any time soon.

Dellner Brakes AB www.dellner-brakes.com • Brake solutions specialist for industrial and marine applications • Global customer base • Will soon launch new generation of the Stopping, Locking and Turning (STL) system

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Perfect

solution

D

UC Marine Group first emerged in 1984 focusing predominantly on providing diving services to inshore projects. An initial foray into offshore work began in 1987, and since then the company has steadily been expanding both into the international inshore market and the offshore sector. Today, DUC operates two vessels on its own fleet, the largest being a 56-metre multipurpose diving support vessel (DSV) called Ram, perfectly suited to undertake coastal operations with two cranes and a four-point mooring system.

However, as the company looks towards the offshore renewables and oil and gas markets as its major opportunity for the future, a second state-of-the-art vessel is currently being built.

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“Ram is employed throughout the year and we have been chartering several vessels that were either too big or too small for the required services,” explains Henk Kapitein, Owner of DUC Marine Group. “The charter vessels would have insufficient accommodation, deck space or cranage, no proper mooring system, or they were simply too overkill and completely cost ineffective. Some of the bigger vessels were using up to 12 tonnes of fuel per day.”

The decision was made then to order a purpose built vessel to support the growing demand for DUC’s services in the offshore market. Appropriately named the MPSV Solution and with the official naming ceremony taking place in May 2016, it was decided that the vessel would remain a Dutch enterprise with naval architects Hernand Jansen, hull

Profile: DUC

yard Shipcon and outfitting-yard Hoekman Shipbuilding all based in Holland.

“We believe that at 55 metres, Solution is perfectly sized with 42 beds on board, 250 square metres of deck space and a proper four point mooring system, which can be radio controlled,” details Henk. “It has a shallow draught, so can be operated near to shore, is capable of beaching, and has two moon pools for survey work. There are two knuckle boom cranes mid-ship (90Tm) and on the aft deck (290Tm), and the main crane includes a ten-tonne active heave compensated winch. It is more or less the Swiss army knife of vessels, particularly for the offshore wind industry.”

Displaying an average fuel consumption of around three tonnes a day, the smaller but well-equipped MPSV Solution is a perfect

fit for today’s offshore industries, particularly amidst challenging economic conditions.

Henk notes that with the state of the current oil price, more and more service companies are starting to diversify from oil and gas into renewables making it a very crowded and competitive market place. “It is getting tougher, but we think with this new vessel we can provide a one-stop-shop for clients,” Henk adds. “We can provide rope access, we have the divers, we can perform the surveys and so on, so as soon as Solution is ready we can start promoting ourselves as a complete service package and we think this will be of interest to the market.”

Alongside this fleet expansion DUC has also been making significant progress towards gaining full accreditation within the industry.

Marine Group

We can provide rope access, we have the divers, we can perform the surveys and so on, so as soon as Solution is ready we can start promoting ourselves as a complete service package and we think this will be of interest to the market

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Profile: DUC

Marine Group

Over the past few years the company has invested heavily to achieve ISO 9001, ISO 14001, OHSAS 18001 and SCC two-star certification. Helping to deliver such quality is a team of committed and highly experienced divers. “We employ most of our divers directly, which means that our personnel are

committed and we can keep that excellent know-how within DUC Marine Group,” says Henk. “With the business, many of these divers have amassed years of experience diving in inshore conditions with strong currents and with numerous vessels, so they have a DNA within the company to operate and adapt to changing conditions whether they be in or offshore.

“We’ve got a great family-feel and a lot of our operatives are able to use this open culture to think very inventively and apply new solutions to projects. We try to monitor our customer satisfaction scores with regular questionnaires and we have averaged about 8.8 over the past two years, which is fantastic for us.”

The addition of the MPSV Solution will be vital to DUC expanding its capacity within the market whilst at the same time providing a cost effective service within a highly competitive sector. Over the coming months the new vessel will enter service and the company is confident that it will start to show its talents immediately. “The focus for the next year is going to be trained mainly on the wind industry but oil and gas will also feature,” Henk concludes. “We expect to sign a joint venture agreement in Iran over the next couple of months to take advantage of the growing opportunities for offshore maintenance and inspection work in the Middle East. In the longer term we continue to see the biggest opportunities in offshore, rather than inshore projects, and I can see us expanding into ROV services as well.”

The challenges of low oil prices are sending reverberations throughout the offshore industry and these pressures are facing everybody.

However, the need to continue operation remains and companies like DUC that are able to adapt and refocus their market offering are those best equipped to overcome the stresses. Whilst operators are looking to bring the cost of offshore work down, with a clear strategy and a growing fleet of perfectly suited vessels, it looks like DUC Marine Group may just have the solution.

DUC Marine Group www.ducmarinegroup.com • New vessel Solution under construction • Expanding capacity going forward • Invested into achieving ISO certification

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Profile: ECU-WORLDWIDE

Going

global

Ecu-Line becomes Ecu-Worldwide and introduces new services into Africa

P

ioneering the NVOCC (Non Vessel Operating Common Carrier) service, Ecu-Line has redefined its global LCL (Less than Container Load) and FCL (Full Container Load) operations with its wide network in over 164 countries, making it equipped to cater to ever kind of business need. In line with its strategy to strengthen its presence in new markets, the global leader has revamped its logo and name to thrust its leadership across all geographies, with Africa being one of its key targets.

With its new logo introduced in May 2016, the company will also be changing its name from Ecu-Line to Ecu-Worldwide; these developments will also coincide with a new slogan: ‘Geography simplified’. Keen to focus on its global presence, these changes also highlight Ecu-Line’s commitment to being viewed as a multinational logistics company. In fact, Ecu-Worldwide belongs to the Avvashya group of companies, which is also the parent company of Allcargo global

logistics. Headquartered in Mumbai, the Avvashya Group has been one of the Indian success stories in the logistics field for over two decades, and this new look from one of its subsidiaries infuses freshness and energy to make its identity more contemporary.

With offices in Africa, the US, Latin America, Europe, the Far East, Australia, New Zealand, the Middle East and the Sub Indian continent, Ecu-Worldwide is truly capable of taking care of its customers LCL shipments across the globe. In Africa alone, EcuWorldwide runs 13 offices and has partnered with reputed associates, providing hinterland services to all major countries in Africa.

Through 27 direct export lanes out of Africa and more than 100 direct import lanes into Africa, the company is present in the majority of major seaports in Africa. As many freight forwarders still lack a proper presence on the continent, Ecu-Worldwide offices and agents also offer their services to forwarders that need a reliable partner on the continent.

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Now is the time to be present in Africa and who better than Ecu-Worldwide for a dependable partner?

Africa has emerged as an important part of the operations and strategy that is in place for Ecu-Worldwide. Indeed, with a wide network of trade lanes, it offers vast possibilities to seek and do business around its coastline.

On top of this, the continent houses some of the most buzzing economies, which are keen to expand their business interests to other continents. Despite the global economic crisis, the region has witnessed rapid growth, which also indicates a bright future ahead, with countries that are not resource-rich also witnessing an increase in their GDP. With poverty on the decline and opportunities to be had, the region is attracting serious amounts of private capital.

Collectively, all of these developments have resulted in Africa being projected as the second fastest growing region in the world by 2020, with the continent witnessing growth across multiple sectors like tourism, infrastructure, agriculture, FMCG and mining.

This large scale economic activity gives EcuWorldwide immense confidence about the growth that this continent is posed for and is happy to assist and be a part of this growth story with its own hubs based in strategically located ports. With 25 years of adhering

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to high service standards, Ecu-Line has a proven track record in the market; it also boasts exclusive partners and delivers more than 5.5 million freight tons across the globe annually.

Furthermore, the company’s LCL services have provided good benefits to its customers across the globe over the years, and through the acquisition of FCL marine, an FCL NVO, Ecu-Line is now one of the frontrunners for FCL as well. Following this acquisition, Ecu Worldwide has introduced new services that will support the operations of its business partners in the region.

On the LCL side, new direct services were launched from France, Le Havre/Abidjan in January, with a service from Marseille/Abidjan following suit in February. Furthermore, two new services into West Africa have been launched from Milan, one into Abidjan and one into Dakar; these will operate on a fortnightly basis. Additionally, from South East Asia, the company has launched services from Hong Kong to Abidjan; these services link China, Taiwan, the Philippines and Japan.

Alongside these developments, the LCL giant increased its frequency from the UK into Tema port to weekly from February 2016.

Meanwhile, in April 2016, Ecu Line launched a new direct lane LCL service out of Antwerp and into Port Said. Further

Profile: ECU-WORLDWIDE

developments are looked at for Algerian ports. Naturally, West Africa remains a vital part of the company’s development on the continent with Ecu-Worldwide servicing more destinations than any of its competitors.

On top of that Ecu-Worldwide will also complement its already existing sea services into Maghreb with a complementary truck service going from Belgium and The Netherlands into Morocco; this new service is anticipated to be launched in July 2016.

Ecu-Worldwide France is also expanding its services into Morocco with a truck service in view of the growing demand for this product with the expectation that this development will open the door for more truck services into North Africa.

With regards to East Africa, Ecu-Worldwide is increasing its presence into this market and also relaunched the Massawa service in February 2016. Focus is being put on the development of Rwanda, Uganda and Burundi and the eastern part of the DRC. Ecu-Worldwide has its own offices in Nairobi and Mombasa and a dedicated EcuWorldwide representative with the agent in Tanzania; these teams also offer air services,

Zimbabwe, Swaziland and Mozambique as well as options for the eastern DRC. The company caters to the needs of everybody by offering direct lanes from Europe, Asia and the US into South Africa.

With a comprehensive expansion of trade lanes, Ecu-Worldwide has access to all major seaports in Africa, thus giving its customers a convenient gateway to the continent. With a bright future ahead of it, Ecu-Worldwide will continue to work with reputable shipping lines with the goal of offering a wide scope for possible direct calls. Furthermore, EcuWorldwide is offering airfreight into Africa, which will further cement its reputation as a strong global player when it comes to NVOCC services, both in the African region and across the world. customs clearance and inland trucking, with over-sized cargoes being handled more and more in this area. These services are also offered into the Sudan, as well as Djibouti and Ethiopia.

When it comes to the company’s presence in South Africa, Ecu-Worldwide has four offices that strongly focus on promoting the overborder cargoes into Zambia, Malawi,

Ecu-Worldwide www.ecuworldwide.com • International NVOCC cargo shipping company • Launching shipping lines into West Africa from Europe • In process of revamping company with new name, logo and slogan

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Transhipping

history

L

ocated in the south-western region of the Baltic Sea, the port of Lübeck operates as a major transhipment hub, with a dense network of liner services that establishes the port as a central turntable for traffic between the economic metropolises in western, central and southern Europe, including further routes to Scandinavia, Finland, the Baltic States and Russia. Since January 2008 the Lübeck Port Authority (LPA), operating as part of the public administration of the City of Lübeck, has been solely responsible for the management of all of the port’s infrastructure

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and finance, as well as the operation of its railways.

The port at Lübeck has a rich history that embodies a wealth of maritime tradition of knowledge and experience, which continues to serve the port and its users today.

“Lübeck is a city located within ScheswigHolstein, northern Germany and is the third largest seaport in the country, as well as the core port in the TEN-T Transport Network ScanMed Corridor. The town of Lübeck was founded in 1143 as the first German harbour on the coast of the Baltic Sea. In 1160 Lübeck officially received its city charter

and has since grown to have a population of 218,523 as of 2015. During its early history the City of Lübeck was also the capital city of the Hanseatic League, which existed as a commercial and defensive confederation of merchant guilds and associated market towns between the 12th and 18th centuries.

Owing to its impressive cultural history and its extensive Gothic brick architecture, UNESCO has listed Lübeck as a World Heritage Site.

Today the port is a Baltic market leader in RoRo traffic, ranking as number six in Europe overall meaning that the importance of the port in the supply chains of central

Profile: Lübeck

ATR Landhandel

Lübeck is centered in one of the most fertile regions in the World. Wheat grown in this area serves the import needs of countries in Northand Subsaharan Africa and the Near East. The ATR export terminal in Lübeck provides a very efficient link between our overseas customers and the farms in Northern Germany. With a storage volume of more than 160,000 tons and a throughput capacity of over 10,000 tons per day all types of vessels can be loaded. In combination with the ATR terminal in Rostock Panmax vessels can be completed for a sailing draft of up to 13 m.

European transport remain unbroken,” details port planning division manager, Michael Siemensen.

“From its location in the south-western region of the Baltic Sea, Lübeck acts as an important transhipment hub and thanks to its Hinterland connections incoming cargo has several transport links to its required destination,” he expands. “The three-lane A1 motorway in the direction of Hamburg connects Lübeck with three main economic centres in Europe, while the rail network offers high-efficiency in terms of both carload and combined traffic. In addition, the ElbeLübeck canal provides a direct link to the European inland waterway network.”

As a major European transhipment hub, the Port of Lübeck has developed a strong presence in the surrounding area. The City of Hamburg for example, is an important harbour at the North Sea that is located 65km southwest of Lübeck and has a close relationship with the port. In terms of infrastructure the Port of Lübeck is about 375 hectares in size and encompasses a total quay wall of circa 31.6km with space for 41 berths. Lübeck supports 13 terminals

Port Authority

located along the River Trave with modern handling equipment and highly trained staff.

All of the terminals have excellent links to the Hinterland, with access via road, rail and inland waterway. The total harbour traffic from the Port of Lübeck in 2014 was 26.4 million tonnes, with 98 per cent of harbour traffic running inside the Baltic Sea region.

Its strong network of transport infrastructure makes Lübeck an ideal route for the transport of goods throughout Europe and the Baltic. Presently around 89 per cent of the cargo traffic to pass through the port is handled by the public port operator, Lübecker Hafen-Gesellschaft (LHG) (Cargo: RoRo & ConRo-Cargo, forest products, high & heavy project cargo, cars and anything else) while the remaining 11 per cent is carried by private port operators. The company Lehmann (Cargo: dry bulk, forest products, short sea container & RoRo) is the biggest private harbour operator. In addition, the port works with companies like Claus Rodenberg Port Logistics, Lagerhaus Lübeck, ATR Landhandel and Burmann Hafenlogistik who all handle cargo like dry bulk, liquids or wood.

This has made Lübeck a vital trade route for

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players operating within several markets.

Lübeck offers all of the advantages of a modern logistics centre with the highest levels of quality and know-how, especially concerning forest products such as paper and pulp. This has made the terminal the largest transhipment and distribution centre for the Swedish and Finnish paper industry in Europe. “At first glance it is Lübeck’s geographical position that is so attractive to Scandinavia and Finland’s export industry. Lübeck’s location gives

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the port the shortest connections to the industrial centres of western and central Europe,” Michael observes. “Secondly, its excellent Hinterland transport connections such as the A1, A7 and A20 motorways, an outstanding intermodal rail network and the European inland waterway offer a significant advantage. Thirdly however, and perhaps most importantly, LGH and Lehmann have developed dedicated terminals with tailormade solutions for their clients in the Swedish and Finnish paper industry. Furthermore, the daughter company of LHG, ECL, takes care of the distribution of destinations all over Europe. These factors combined provide a package that is highly attractive to our Swedish and Finnish partners. For these clients, the Port of Lübeck lies in the straight direction to the print production industry.”

The port also maintains a very good network of ferry connections as well as intermodal service connections. These allow over 100 short-sea shipping departures per week to its main partner harbours. The

Profile: Lübeck

Port Authority

To ensure that the Port of Lübeck will be able to remain as a leading transhipment and logistical hub during the coming years, the port authority is currently implementing its harbour development plan with a projected timescale leading to 2030. “The harbour development plan investigates on the basis of traffic/trade prognosis together with type, quantity and size of the vessels using the port and developments in cargo loading/ unloading equipment to determine the future requirements of Lübeck,” Michael concludes.

“In time this will result in the development of new equipment, piers and the development of further space. It is the intention of the Lübeck Port Authority to increase the competitive capacity/competitiveness of the harbour into the future.” top ten harbours in 2014 were Trelleborg (SWE), Malmö (SWE), Helsinki (FIN), Hanko (FIN), Liepaja (LET), Hamina/Kotka (FIN), St. Petersburg (RUS), Kemi (FIN), Husum (SWE) and Rauma (FIN) - following Paldiski (EST) and Klaipeda (LIT). Also served and relating to the ship schedule are intermodal connections (70 trains per week) to the following main destinations: Ludwigshafen, Duisburg, Köln, Karlsruhe, Hamburg (all GER), Verona and Novara (both ITA).

Further to its comprehensive logistical connections, the port incorporates several other significant strengths. For example, Lübeck offers 24/7 terminal operations; handling from RoPax-vessels of a length of up to 250 metres; and handling from bulk vessels ranging from coaster class vessels to handysize and panamax ships. The Lübeck Port Authority has also contributed to the ReaLNG project that is funded by the EU by upgrading its port infrastructure to facilitate LNG bunkering in the future.

Although the Port of Lübeck its currently and will remain an important transport hub, the terminal will face some challenges during the coming years with the construction of an immersed tunnel under the Fehmarnbelt.

Commenting on this development, Michael elaborates: “Looking at the traffic/trade prognosis, the port will lose cargo to the new land bridge. The ferry links between Lübeck and Swedish ports will be under pressure - unless there is an investment of unilateral public spending. What we demand is a fair competition among the road, rail and ferry transport sectors. That means the costs for using the development must not be subsidised, otherwise there will be a distortion of competition and that damages the prospect of growing together.”

It is the intention of the Lübeck Port Authority to increase the competitive capacity/competitiveness of the harbour into the future

Lübeck Port Authority www.lpa.luebeck.de • Historic German port • Key Baltic transport hub • Continued development

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Your partner towards green shipping World wide engineering, project management and turnkey installations “Imagine what you know tomorrow”

Committed to

quality

H

Anders Sjostrom

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eadquartered in Sweden, M.E. Solutions AB (MESAB) was established in 2009 with the aim of providing turnkey environmental solutions to the shipping and shipbuilding industry worldwide. Offering ballast water treatment, exhaust gas cleaning, fuel consumption reduction and other energy and environmental solutions, its mission is to actively contribute to technological solutions that minimise emissions to air and sea, and which deliver tangible cost savings to shipping companies as well as environmental sustainability.

In 2014, the company witnessed a five-fold increase in sales thanks to a vast increase of orders for scrubber integration in line with the implementation of the IMO sulphur restrictions; this growth continued throughout

2015 as more customers became aware of the company’s abilities in laser scanning and 3D and increased numbers of customers sought out energy solutions. In response to this growth, the company opened a manpower supply company in Poland in 2014, which enhanced its provision of crew and office training and thus enabled MESAB to successfully increase the level of personnel within the business throughout 2015.

Discussing the onsite training programme to Shipping & Marine magazine in July 2015, Managing Director of ME Solutions AB Anders Sjostrom commented: “We demand that all the installers are certified for plastic glass reinforced epoxy (GRE) pipes as well as undergoing our own specific training on how this should be done. It is vital that they are able to read drawings and interpret the instructions

provided through the 3D modelling. This commitment has turned out to be very successful for the business, and the difference achieved by the labour being able to visualise the design is very clear. We are very busy with survey work, carrying out laser scanning on board vessels and producing proposals that highlight the restrictions, and the problems that may be encountered when installing a scrubber.”

Following the installation of a scrubber on a cruise ship as well as the integration of systems on four RoRo vessels operating in the Baltics in 2015, the company has continued working its way through its busy order book, as Anders highlights: “Since we last spoke MESAB has seen an ongoing order intake increase; this is with the same customer as the previous article, but a new brand: Princess Cruises. We are pleased to have received continued confidence from this long-term customer.”

Alongside delivering solutions on Princess Cruises ships, Anders notes that the company has also been involved in other notable projects such as the installation of four scrubber systems on the Queen Mary 2: “This project encompasses approximately 800 metres of GRE pipes in sizes DN350 and 400. This project has been challenging as the system had to be started before any equipment was installed, such as pumps, overboards or scrubber towers. This means that we had to start building with floating fixed points, which was almost like starting in the middle of a pipe system. While work continues on the Queen Mary 2 we are also currently underway with an extremely challenging project fitting three scrubber systems to a ship while sailing. The challenge here lies in that there is absolutely no space to install a pipe system, at least not to the surveyor’s eye.

However by using laser scanning we have found routing options and actually already completed the most difficult part of this project.”

The company’s ability to find solutions to the most challenging of customer demands has not been ignored by the market, with MESAB enjoying enquiries and orders from customers via reference, says Anders: “We have a lot of customers that contact us by reference nowadays. They say things like: ‘We heard you did such a great job on this and that ship and can you therefore take a look at my project?’ It is a very positive market for us.”

In response to this increased demand, MESAB made the strategic decision to expand into the US market with a warehouse in Miami, Florida, with plans to further expand with a warehouse in Seattle. “A local presence in Miami is very important to us as it will enable us to visit ships faster and also cut our costs for projects,” explains Anders. “We want to deliver reverse engineering offices such as laser scanning of existing pipes, for example; we also want to manufacture pipes onshore and then go onboard and replace the same pipes. This is a quick and cost-effective way of working that will significantly minimise a ship’s downtime.”

Not only expanding its geographical reach, the company has also increased its product portfolio after establishing a partnership with NK Group, a South Korean specialist developer and manufacturer of ballast water treatment products. Within NK’s portfolio are shipboard fire control systems, shipboard ballast water treatment systems; high pressure gas cylinders, natural gas vehicle (NGV) cylinders and environmental protection technologies. Furthermore, the company is also branching into new IMO products and markets that include green energy.

“NK, a South Korean ballast water treatment product maker has selected MESAB as a partner in the EU; following this agreement, we are now selling NK products and are also providing the full scope of services we can offer for shipowners: engineering and installation plus after market services,” says Anders.

With an expanded portfolio and strengthened presence in the US, MESAB is in a strong position thanks to its unrelenting commitment to quality in all areas of a project, as Anders explains: “By continuing to focus on the quality of systems that we deliver and by solving issues for owners, we ensure a long life time of our installations. It may sound a contradiction, but delivering a high quality service is actually more costefficient than delivering a standard service.

The high quality of our systems is guaranteed due to a focus on engineering before any work is undertaken onboard; moreover, this guarantee is strengthened because as much fabrication of components as possible is made onshore in workshops suitable for this type of production.”

Looking ahead, the company will use these impressive capabilities to make its goal of global expansion a reality, as Anders concludes: “We believe reverse engineering will be in demand over the coming years once its potential has been realised, so this is an area of the business we will certainly focus on.

We will also support NK products as well as the engineering, sales and developments of our client base over the coming years.”

ME Solutions AB www.mesabab.eu

• Provider of turnkey environmental solutions • Working on the Queen Mary 2 • Established new office in Florida

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Ruling the

seas

We have been able to improve fuel consumption of the vessels by 15 per cent on an annual basis, compared to previous, similar-sized vessels, as well as having reduced our environmental footprint

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N

eptune Lines (NL) was first founded in 1975 by Nicolas Travlos as a cargo and ship handling services company soon expanding its services to operate across the Mediterranean and Black Seas. Today the business is a leading independent short sea operator, having developed a strong reputation for its ability to offer tailor-made solutions and adapt to market trends.

With a current fleet of 16 pure car and truck carrier (PCTC) vessels, NL carries close to one million units annually between 30 key ports strategically placed in 20 countries in its core markets. Operating one of the youngest fleets in the region, NL’s reputation with some of the world’s largest car manufacturers is almost unrivalled. Providing its services to customers such as Renault, VW Group and Ford, the business has demonstrated an impeccable safety record over the years, achieving a near zero per cent damage ratio,

and having one of the lowest claim levels in the entire industry.

When Shipping & Marine last featured NL back in July 2015, owner of Neptune Lines, Melina Travlos was pleased to report the recent growth of the company’s fleet following delivery of two new build vessels, Neptune Galene and Neptune Thalassa, from Hyundai Mipo Dockyard (HMD) in South Korea. These were soon accompanied by the acquisition of two additional, previously chartered, vessels – Neptune Hellas and Neptune Horizon.

Speaking at the time, Melina commented on the state-of-the-art energy efficiency of the two new build vessels. “Some of the improvements we made included hull optimisation to operation conditions, use of an electronic and de-rated engine and use of the Promas system by Rolls Royce to improve the efficiency of the propulsion system,” she said. “Through these enhancements we have been able to

Profile: neptune

improve fuel consumption of the vessels by 15 per cent on an annual basis, compared to previous, similar-sized vessels, as well as having reduced our environmental footprint.”

Under NL’s wider ‘Greener Shipping’ vision, yearly plans and constant monitoring are implemented to drive significant improvements into NL’s operations, and recent figures suggest that these efforts are paying off. Since 2010, for instance,

lines

the company has seen a 10.66 per cent reduction in its CO2 emissions and energy usage, something that has been significantly promoted by voyage optimisation and speed reduction, the use of advanced silicon based antifouling products on the hull of the company vessels and re-blading of two company vessel propellers. On top of this, a ‘zero waste disposal at sea’ policy and company-wide recycling efforts, hail NL as an environmental pioneer in its industry.

Moreover, Neptune Lines has also built its reputation on consistency along with flexibility as necessary to suit its customer needs. In an ever-changing market, there is a constant challenge for improvement and for providing a competitive edge, an improved service and the quality required by major multi-national corporations. According to Melina, “our customers do not just ship their products with us. We operate with the philosophy of being an integral part of the total supply chain. We are committed to providing a seamless operation for them; we strive to be part of their own customer service”.

Neptune Lines stands out thanks to its dedicated services and personal attention

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Profile: NEPTUNE

LINES

ABB Turbocharging ABB Turbocharging is a technology and market leader in the manufacture and maintenance of turbochargers for 500 kW to 80+ MW diesel and gas engines. Having produced the world’s first industrial turbocharger, it has continued to push the turbocharging technology forward, providing engine builders and application operators with advanced turbocharging solutions for efficient and flexible application operations and compliance with the most stringent environmental requirements. About 200,000 ABB turbochargers are in operation across the globe on ships, power stations, gen-sets, diesel locomotives and large, off-highway vehicles.

We pride ourselves on developing new markets, but without abandoning our long-established ones. We have been serving lines for more than 20 years and never left our customers without a service, even when that meant more cost to us.

Loyalty to our customers is one of our leading values

to customers. “We pride ourselves on developing new markets, but without abandoning our long-established ones. We have been serving lines for more than 20 years and never left our customers without a service, even when that meant more cost to us. Loyalty to our customers is one of our leading values,” says Melina.

Corporate responsibility, diverse corporate culture and sustainability goes hand in hand with Neptune Lines core business.

The company is committed to conducting its business in a socially responsible and ethical manner and is the first Greek shipping company to submit a ‘Sustainability Report’ as per GRI G4 Sustainability Reporting Guidelines in Greece. According to Nikos Paterakis, Neptune Lines’ Chief Operating Officer, “in our Company’s values the principles underlying good corporate governance and business ethics are deeply rooted. This year is marked by the

formalisation of our commitment to fight corruption and confront anti-competitive behaviour. In addition we have joined the Maritime Anti-Corruption Network (MACN) and all employees have officially endorsed the Company’s Code of Conduct in which these business principles are clearly defined.

In addition we embrace diversity in our workforce, women are promoted to senior positions both on shore and off shore.”

NL’s mission is to be the most trusted car carrier company in its operational markets.

Investing in and developing its people remain core to realising this vision, as Neptune Lines continues to lead the way not only in the way it approaches the environment, but also its services, its customers and its surrounding communities. With a number of awards under its belt, including the most recent ‘Dry Cargo Company of the Year’ in Lloyd’s List Greek Shipping Awards 2015 it is clear that NL is well on its way to succeeding in this vision.

Neptune Lines www.neptunelines.com • Leading car carrying operator • Winner of ‘Dry Cargo Company of the Year’ at 2015’s Lloyd’s List Greek Shipping Awards • Exemplary focus on environmental responsibility

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Profile: hakvoort

shipyard

Launch of Hakvoort’s ‘Just J’

Building

beauty

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O

perating in the historical Monnickendam since 1919, when entrepreneur Albert Klzn Hakvoort acquired a shipyard, Hakvoort Shipyard started out building fishing boats before moving into the yachtbuilding niche as demand for these types of vessels grew. Over the years the family firm, which has been passed down from father to son several times since its inception, has developed an enviable global reputation thanks to the inherent quality of yachts such as Lady Duvera and Lady Marina.

Through immaculately planned construction and efficient use of available deck space, Lady Duvera represented another internationally recognised achievement for the shipyard. Turning heads wherever she cruises, Lady Duvera has an A-mast for improved accessibility and is equipped with state-of-the-art onboard technology as well as facilities that allow her decks to be enjoyed at any time of year.

Meanwhile, the interior of this stunning vessel, designed by Felix Buytendijk, offers a remarkable balance of the classical and avante garde.

Since it was previously featured in Shipping & Marine magazine in May 2014, Hakvoort has continued to impress those within the shipbuilding industry with its impeccable boats. A recent example of this would be Just J’s, which, at 61 metres, is the largest superyacht ever built by the shipyard and is viewed as a triumph of vision, design and state-of-the-art technology. Built in steel with an aluminium superstructure, the exterior design was created by Sinot Yacht Design, while Diana Yacht Design created the naval architecture. “We have just delivered this 61 metre yacht, which is a lovely looking boat with a great internal design; it also has an elevator, a pool and a jacuzzi,” says Albert Hakvoort Jr, Joint Managing Director of Hakvoort Shipyard.

Each of the stunning vessel’s decks has a theme, which are linked across the yacht, with the indoor and outdoor areas harmonising both in terms of colour references, materials and comfort. Although the finesse and detailing of materials may vary, with the wall paneling in the master suite 100 per cent raw silk, for example, while the hallways are linen, the materials on each deck

all belong to the same palette. This design choice reflects a tendency for coherent, pleasing lines of sight throughout the yacht as well as an organic connection with the outside world.

Able to accommodate 12 in a master cabin, VIP cabin, four doubles on the main deck and a double as well as a twin on the lower deck, Just J’s has ample space for both owners and guests, with a private owner’s deck above the main deck and a master suite that benefits from 180 degree views from its large windows; it also boasts his and hers bathrooms and dressing rooms, a master study and sky lounge. The main deck is home to most guest cabins, all of which offer incredible views thanks to the large windows; there is also easy access to a large salon with formal dining table. Moreover, the bridge deck has a cinema room as well as ample exterior space with a range of sun loungers and sofas and a three x two metre swimming pool.

A stunning example of Hakvoort’s superior workmanship, Just J’s is a magnificent superyacht in every sense. Discussing how Hakvoort ensures optimum quality for its

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Profile: hakvoort

shipyard Hakvoort’s ‘Just J’

customers, Albert explains: “We don’t design ourselves, but instead work with several designers to ensure superior quality at a better price than other shipyards. However, during the design process, where the owner selects a designer and the vessel is designed, we get the plans and look at the design to see if what they want is technically possible.

We find any problems, take them out of the design, and then send our plans back with a solid technical solution for the designer to approve. We do this for all parts of the vessel, from the outside to the inside, because designers tend to not look at units for the aircon or piping for the electrical cables or plumbing. We put these aspects into the design and then send them back to the designer; these changes must be approved before we start work.”

With Just J’s completed and delivered, Hakvoort Shipyard is now focused on getting the two boats in its yard ready for delivery by first quarter of 2017, a 63.3 metre streamliner superyacht and a 38 metre luxury vessel.

Announced in October 2014, the company is working on the 38.25 metre yacht in close co-operation with Ocean Independence;

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it has been designed with a displacement type hull shape and will feature flared V-sections in the bow, large overhangs, a moderate deadrise amid ships and a canoe stern. The YN250 will be able to provide accommodation for nine guests and seven crew members and will feature a sun deck with ample sunbathing space as well as builtin seating with a teak table, a large whirlwind bathtub and a BBQ grill in the bar.

Taking delievery of a steel hull for the latest project

JVS Scheeps- en Industrietechniek BV JVS Scheeps- en Industrietechniek BV is a well-known trade and engineering organisation whose collaboration with all major yacht builders goes back some 40 years. Highlights in trade: Jastram steering gear, Jastram low-noise thrusters and ETB soot filters and catalysts.

Engineering emphasis is on: more comfort in terms of very low noise and vibration levels.

Current orderbook contains more than 20 yachts from 30 to 115 metres.

Other features on the yacht include the owner’s suite, complete with stateroom, kingsize bed and bathroom; a main lounge with two sofas in an open plan arrangement with dining area; fine ensuite accommodation on the lower deck and crew quarters.

Meanwhile, the contract for the 63 metre

superyacht, Zeus, was signed in January 2013 and will be the largest superyacht ever built by Hakvoort upon its completion.

Boasting a unique contemporary profile, which was designed by Rene van der Velden, the vessel’s naval architecture will be designed by Diana Yacht Design while the interior will come from Sinot Yacht Design.

A modern classic with a difference, the superyacht’s design has been integrated with the streamlining style of the 1930s and 1940s.

“We are working on the hull of the 63 metre superyacht while H2 makes the joints for the interior; we are also busy with the 38 metre vessel. The yachts are getting a little bigger every year, which I think will be an ongoing trend over the next 20 years, however, we do also get enquiries for smaller boats in the 35-45 metre range,” says Albert.

With an impressive back catalogue and global reputation for building exceptional superyachts, Hakvoort Shipyard is certain to remain in demand as it continues to take on challenging contracts with confidence.

“Over the next 12 months we will be looking for another one or two clients for the main shed and smaller shed and I think it will be interesting to see what the market will be over the coming year. The bigger boats will always be there but the smaller boats have made a comeback,” concludes Albert.

Hakvoort Shipyard www.hakvoort.com • World famous builder of superyachts, sail and motorboats • Just delivered the largest superyacht it has ever built • Currently working on two other boats due for delivery in 2017

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Charting

success

The main update to the software is the inclusion of ENC data visualisation and the ADMIRALTY Information Overlay (AIO) which provides information on temporary and preliminary Notices to Mariners - notoriously tricky for the navigating officer to manage effectively

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B

orn out of the long established Kelvin Hughes Group to develop an electronic means to communicate chart corrections to vessels at sea and around the globe, ChartCo Ltd is today the world’s leading and largest distributor of nautical charts, navigational data, marine technical publications and digital products. The company’s flagship product, PassageManager, a software package providing vessel operators with corrections for digital charts and navigational information, is the most widely used of its type in the world. In operation on approximately 6700 ships around the world, it is estimated that PassageManager is used in two to three times as many vessels as its nearest competitor.

In addition to a range of electronic software systems and navigational aids, ChartCo also supplies daily-updated paper charts, training and consulting and acts as a distribution partner for a range of marine equipment and instrument manufacturers. Amongst those represented by the firm is Weems & Plath,

ChartCo’s preferred supplier of chartroom instruments.

Nearly a year since Shipping & Marine last spoke with ChartCo, Global Sales and Marketing Manager Robert Corden is able to report a number of new product developments as the company sets out to diversify and expand its offering. “The first thing to note is that PassageManager 6.0 has just started sea trials and we hope to see this fully released in about three months’ time,” he says. “The main update to the software is the inclusion of ENC data visualisation and the ADMIRALTY Information Overlay (AIO) which provides information on temporary and preliminary Notices to Mariners - notoriously tricky for the navigating officer to manage effectively. The ability to view official AVCS chart data on the ChartCo PC means you have what is almost an additional ECDIS machine at the back of the bridge.

One of the key driving factors behind ChartCo’s service to its customers is in supporting them to monitor and adhere to various legislation and compliance

Profile:

ChartCo Ltd

ADMIRALTY Information Overlay (AIO)

requirements around the world. A recent addition to the PassageManager programme is a work and rest hours monitoring system.

“It’s a requirement under the Maritime Labour Convention (MLC) that all ships have to monitor and record crew hours according to strict rules on the periods which individual mariners are permitted to work and more importantly, how long they must rest,” Robert explains.

“All that data has to be recorded and monitored by the ship and they have to be able to prove to inspectors that they are recording all that information correctly and

that none of the crewmembers is working in contravention of the MLC. Quite a few ships are still using spreadsheets and paper to record those hours, but our software allows them to monitor, record and also share data back to their office in real time. The ship managers ashore can then be confident that the vessels they are operating are complying with the legislation.”

Similar support is currently being sea-trialled to help vessels comply with challenging MARPOL legislation. Designed to clarify areas of zero discharge and emission control areas amongst others, ChartCo has

taken the lead in allowing vessel operators to quickly and easily visualise where they are in relation to controlled areas and what they can do. “For instance, our software tells them and shows them at any given position whether they are allowed to discharge garbage, sewage or any other pollutant covered by MARPOL,” Robert adds.

Keen to continue delivering as simple and effective service to its clients as possible, another recent business development has been the introduction of a fixed price offering.

Covering all navigational products and services, the package includes everything an operator needs to manage the navigational products and data on board a vessel for a single annual cost. “The idea behind this is to provide budget certainty and to cut down on the costly and time consuming admin that comes with multiple purchase orders,” notes Robert. Whilst its first package sold came into effect at the start of January 2016, the company is pleased to report a positive reaction to the service and Robert highlights that several customers have now signed up with more in talks.

By providing customers with up-to-date digital navigational products and services, ChartCo is playing a central role in the industry as more and more ships switch to the digital solutions. The acquisition of

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Profile:

ChartCo Ltd Our focus is on continuing to support our existing customers with regular updates and new services

Routes and passages products en route

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Regs4Ships, a specialist in the provision of digital regulations, technical information and IMO material, in 2014 is proving fruitful for the company in this regard. “It has given us another unique digital service offering, and also allowed us to expand our training and consulting capacity in areas that we did not have previously,” Robert outlines.

Overall then, it has been a successful year for ChartCo as it expands and updates its product offering. As economic challenges continue to put pressure on vessel operators

around the world, tightening profit margins and creating uncertain conditions, anywhere the company can help its customers to reduce operating costs and manage navigation more effectively is a sure opportunity. On a concluding point, Robert sums up a clear strategy for the company moving forward: “Put simply it is to sell more services to more ships. Our focus is on continuing to support our existing customers with regular updates and new services, whilst at the same time being able to acquire new customers. Of course, continuing to push new product and service developments will be key to achieving this.”

ChartCo Ltdlargest ship www.chartco.com • Largest distributor of navigational data, charts and digital maritime publications • Supplies most of the world’s largest ship owners and ship managers • Part of the Kelvin Hughes Group

Profile: ShoreTension

A swell

system D

eveloped by the KRVE, the ShoreTension system delivers permanent tension without the need of constant external energy to those in the maritime industry.

A flexible stand-alone mooring system, it is based on a permanent tension of shore mooring lines and reduces the movements a connected ship by counteracting the effects of issues such as strong winds, fast currents, waves and passing vessels. In addition, ShoreTension ensures the tension of the shore mooring line doesn’t exceed the safe working load of a vessel’s ropes and bollards, which thus prevents any potentially disastrous situations should a mooring line break.

Discussing the development of the innovative system, Managing Director of ShoreTension Martijn Breuer begins: “Following an incident in Rotterdam Port in 2007 where a vessel lost its moorings and destroyed an oil jetty, which caused huge financial damages, the harbour master at the time asked the service providers to come up with a solution. We then undertook a large investigation as to what happened and came up with ShoreTension; we later modified the

system as we realised swell was huge factor in disturbing mooring operations across the globe, whereas previously we focused on the fact common factors such as wind and passing vessels that cause search, sway or breaking mooring lines or incidents.”

The cylindrically shaped ShoreTension works by exerting the same constant pressure on the ship’s mooring lines while they are fastened to the bollards on the quay. Requiring no electricity save for an external hydraulic system that needs to be used only once to get the ShoreTension at the correct setting, the system then hydraulically moves along with the forces that the mooring line is exposed to. Because the mooring lines are kept permanently at the same constant tension, regardless of changes in wave or wind conditions, the systems offers safe and stable mooring for vessels.

Furthermore, the system provides high tension and pays out the line and copes with peak loads without exceeding the minimum break loading of the line (MBL).

Doing this dampens the ship’s motion while the system absorbs the energy of the ships; when peak loads are over, the ShoreTension

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Royal HaskoningDHV Royal HaskoningDHV is a leading independent maritime consultancy firm. In recent years it has specialised in the analysis of the dynamic behaviour of moored vessels exposed to forces such as winds, swells, long period waves or passing vessels. It is proud to be the only company in the world to have integrated the behaviour of the ShoreTension system in to its vessel motion software, which means that you can benefit directly from the company’s know-how. From improved up time and safety of your terminals to reduced investment cost; you can count on Royal HaskoningDHV’s expertise today and into the future.

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heaves in line with the energy stored and goes back to its initial position. To further cement its capabilities as a system that enhances safety, the ShoreTension is used in combination with a high-quality mooring line made of HMPE that are issued to the ship from the shore.

“The system is a versatile standalone system,” confirms Martijn. “To give you an idea of flexibility, we had six systems onboard a vessel that was moored in a remote area of Australia. Five were installed on the deck while one was installed on the shore; this was because the deck was very narrow and limited in space. The installation took place in August and September of 2014 and the systems were sent back to us a month ago. Within those 16 months of operation the customer would receive electronic alerts and could log on the website and monitor the system via smart phones or computers in realtime. However, customer’s can’t operate or influence the system, we did consider enabling customers to operate the systems but decided against this.”

With the port’s

records showing that up to 6.5 per cent of available time for berthing was lost by customers through the swells, these early results have given those at the port a new confidence that operations will continue to improve in key areas such as safety and efficiency Another noteable project for the company took place in the Port of Taranaki, New Zealand, where four additional ShoreTension systems were purchased in January 2016, bringing the total number of mooring systems to eight at the port. Acquired to negate the impact of long period waves and to enhance safety during the mooring of tanker and LNG vessels, ShoreTension had already made noticeable difference to operations at the port a mere two months after installation. With the port’s records

Profile: ShoreTension

showing that up to 6.5 per cent of available time for berthing was lost by customers through the swells, these early results have given those at the port a new confidence that operations will continue to improve in key areas such as safety and efficiency.

“The Port of Taranaki was sending vessels that were approximately 0.1 metre in length, however, in the past four or five months since installation the port was able to go to about 0.25 metres, which is a huge benefit when it comes to safety and finances,” comments Martijn.

A more recent project for the company took place in March 2016, when ShoreTension was successful in mooring the cargo ship Modern Express, which came adrift in the Bay of Biscay; a total of six ShoreTension systems held the Modern Express in position during the project.

Despite the incredible benefits that

ShoreTension offers customers and the global demand it is enjoying, the company will continue to seek out improvements that will increase safety, efficiency and ensure smooth operations. For example, the company will soon be launching a vertical ShoreTension system that will be suitable for platforms in the oil and gas market.

Currently under construction, this system is anticipated to be launched in 2016.

“Regarding the markets, we have recently been to a conference in Japan to show the benefits of our system to potential clients in the country; we also see opportunities in

Southern America and Chile, where we are also sending equipment over for first trials.

Meanwhile, when it comes to the system, we will be taking the next steps in its development by adding more intelligence,” concludes Martijn.

ShoreTension www.shoretension.com • Delivers permanent tension without the need of constant external energy • Recent project with Port Taranaki • Reduces the problem of swell and shortens turnaround times

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Ronja Polaris

License to

chill R

enowned as the world’s leading live fish carrier, Sølvtrans Holding ASA (Sølvtrans) has been dedicated to transporting fish from source to shore since its inception in 1986. Headquartered in Aalesund, Norway, the company’s primary function is to deliver live salmon, trout and cod so that the end product is as fresh as possible.

Well suited to handling challenges such as controlling water quality and taking care of fish while in transit, Sølvtrans is at the forefront when it comes to ‘closed system’ technology, an environmentally friendly and innovative concept that minimises the danger of infection and has a positive effect on animal welfare; it also ensures the cost effective transportation and handling of fish. To do this effectively, the company has transportation and refrigeration technology that holds fish in an aquarium and gradually cools the water by 1.5 degrees Celsius per hour until it reaches the processing

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temperature of six degrees Celsius. The first vessel within the company’s fleet to utilise this technology was the Ronia Skye, which continues to serve Scottish Sea Farms today.

Founded by CEO Roger Halsebakk and three other people three decades ago, the business underwent a number of changes before Roger acquired the company from the other three owners between 1992 and 1994 and signed an agreement for a new 337 cubic metre vessel; when launched in 1996, Ronja Fisk was one of the largest wellboats in the world. When Ronja Fisk was named, Roger said: “When I turn 50 I will have 20 vessels.” This vision has proven true for the company, which, with five newbuilds on the way, will have 20 vessels with the arrival of Ronja Support from Aas Mek in October 2016.

One notable development in this impressive expansion of vessels was Sølvtrans’ acquisition of Bomlo

Profile: SøLVTRANS

HOLDING ASA

Ronja Supporter

MHSERVICE MHSERVICE is a Norwegian-based supplier of marine gasoil (MGO) and lubricants. The company has an extensive network around the world in order to serve its customers. With three strategic facilities on the West-coast of Norway, MHSERVICE is a strong partner in Norway.

Bronnbatservice, a shipping company with five modern vessels: Oydrott, Oylaks, Oyfjord, Oysund and Oytind. Made public on 16th December 2015, the buyout included the vessels, a strong crew and management staff and opportunities for Sølvtrans to enter south of Norway.

Robin Halsebakk, Business Developer at Sølvtrans Holding ASA, discusses Solvtrans’ plans to further expand its fleet: “Our fleet consists of 19 modern vessels.

Ronja Challenger is the 19th, and a vessel we are very proud to introduce to the UK market this year. We have four vessels under construction, and they will be delivered this year and 2017. The first one, Ronja Supporter, is the sister vessel of Ronja Challenger, and will be delivered in October/ November. Meanwhile, Øystrans is 3600 cubic metres, and will be delivered early 2017. Ronja Ocean is 3200 cubic metres, and will be delivered first quarter 2017. The last one is not yet named, but will be the exact same vessel as Ronja Ocean; she will be delivered in 2017. We are very pleased with our current vessels, but we continue to look forward.”

With the company celebrating 30 years in operation this year, Robin goes on to discuss the reasons behind the company’s ongoing success and growth: “Sølvtrans has always been in the forefront of advanced technology, and even though this is expensive, I believe it has made

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Left: Ronja Fisk

Ronja Harvester

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Sølvtrans what it is today. We also have a very good strategy of recruiting our own employees and then building them up within the company. This way of training and developing our personnel is why I believe we have the best employees in the market, and there are more to come. The crew is our most important resource, and it is important to be close to them. Therefore, we have hired more technical inspectors to be closer to the crew on board.

“We are also very focused on the daily operations, and do our outmost for the satisfaction of our customers; they are important for us, which is why we want to give the best possible service for them. In line with our commitment to continuous improvement and delivering high quality services, it is our goal to develop new technology that makes every operation easier; we also want to find ways to further improve our business.”

With the Norwegian fish farm sector one of the most prolific in the world, Sølvtrans’ home country remains one its most important markets; however international expansion has resulted in the company

Profile: SØLVTRANS

HOLDING ASA Ronja Superior

Ronja Huon

Sølvtrans Holding ASA www.solvtrans.no • Largest wellboat company for the transport of live salmon and trout • 30 year anniversary in 2016 • Four vessels under construction

gaining strong footholds in the UK, Canada, Chile and Tasmania. While the company’s primary function is to deliver fish, the company also provides a number of other services that add extra value to its logistics; one example of this is its heavy involvement in anti-sea lice systems, for which it has installed filtration solutions that are wholly capable of eradicating the lice.

As fish farming looks to continue growing across the globe, the company’s strategic decision to expand its fleet is certain to help it maintain its foothold as a leader in the fish carrying industry. However, looking more closer to home, Robin tells how Sølvtrans will enjoy celebrating 30 years in operation this year: “We are very proud of what we have done with the well boat market, and we look forward to the next 30 years. We will celebrate this at my home island Sandsoy, located outside Aalesund. It is a fantastic island surrounded by the sea, with lovely nature and atmosphere. A few famous Norwegian bands will play and it will also be the naming ceremony of Ronja Challenger; my wife Anita Mek Halsebakk will be the godmother for the occasion.”

With a great deal of positive developments in the pipeline and the majority of its vessels in long-term contracts, it is clear that Sølvtrans has plenty to celebrate.

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Reporting the

facts

S

Vessel motion monitoring system

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ince its foundation in 2011 by Gijs Hulscher, BMO Offshore has created a firm foothold in the offshore wind market with its innovative Vessel Black Box (VBB) technology. “The VBB is a vessel motion monitoring system that has its own dedicated online data management and reporting service,” explains Kirstin Timpte, Business Development Manager at BMO Offshore. “VBB is the tool that enables us to gather data and write an analysis on this and provide vessel profiling for the maritime sector. This ultimately gives a better grip on operations on how to reduce costs, increase and maintain revenues and enhance safety and efficiency during operations.”

With approximately 30 VBBs installed in the offshore wind industry across the North Sea since its first installation on a vessel of offshore services and vessel management firm Offshore Wind Services (now: Acta Marine WS) in September 2012, the entrepreneurial firm has become an established leader in the market.

Working on three levels, BMO Offshore collects and analyses data before reporting easy-to-interpret and actionable insights that enable organisations to continually improve operations on the strategic, tactical and operational decision making level. Part of the service is shown real-time on-board the vessel. In addition the client receives custom made reports on vessel performance.

“We recently provide vessel motion monitoring systems for the Greater Gabbard offshore windfarm, which is jointly owned by SSE and RWE with the aim of enhancing safety, monitoring asset integrity and increasing workability,” says Kirstin. “The companies felt an urgent need to gather more information on the developments taking place offshore, particularly in the summer time when they have a lot of vessels operating for them. We won the tender for this project and our vessel motion monitoring equipment is being installed on all of the vessels operating on the windfarm, which will deliver a performance report each month. We will also inform them on the docking against the offshore wind turbine and whether it was in the norm or if any impact limit was exceeded. Should it be

Profile: BMO

Offshore

maintenance side of the offshore industry. It is during this phase that vessels will be going to windfarms on a daily basis, so we are in a good position for continued growth. However, our product is still not a requirement from some health and safety organisations, which is why we are focusing on speaking with a lot of institutions on the health and safety side such as RenewableUK as well as giving presentations to developers. By using our products in all windfarms everyone will be on the same page wherever they are; we speak at a lot of conferences to address these benefits,” Kirstin concludes.

exceeded we will alert them. We also inform them if there is a drop in speed and offer suggestions as to how to save on fuel and train them a little in how the vessel master may influence their behavior.”

Crucial to clients in a world where time is money, BMO Offshore’s VBB helps ensure that time spent at windfarms is spent on wind turbine maintenance by analysing where time is lost through issues such as weather conditions, personnel suffering from sea-sickness or a lack of information.

By ensuring customers make the best use of their valuable time at sea by measuring motions, positions and speed fed with video images, BMO Offshore gives a clear overview of offshore logistics and the various aspects involved in a contract. This is particularly necessary in an environment where every wind project is different due to the distance of the windfarm to the harbour, the harbour itself and the windfarm itself.

Furthermore, BMO Offshore also focuses on the integral human element of each project and finds facts in issues such as whether a skipper made a judgment error or whether another cause was to blame.

Indeed, the human factor is a massive influence on crew comfort and a safe transfer.

Skippers can be empowered by a vessel display that gives a comprehensive overview of the vessel at all times. This is particularly important during the transfer of the vessel to the transition piece and during higher sea state limits. By showing if the movements of the vessel are within the safe, caution or extreme caution categories, the VBB display objectively reports and assists the skipper throughout the journey and enables them to recognise a hazardous situation.

“Other examples of influencing human behaviour are perhaps training your vessel master. It is all about influencing behaviour and creating awareness as to how they use

the vessels when they go offshore,” says Kirstin.

While the offshore market is currently challenging for most, BMO Offshore can give more insight into the operations. BMO is increasingly seeing the need for having vessel motion monitoring equipment on board their fleet. “A product that reduces cost and increases safety will be an even more crucial factor for our clients in the offshore and

BMO managing director Gijs Hulscher is listed as a speaker at Windpower Monthly’s Vessels & Access forum in Amsterdam, 24-26 May. BMO hopes to see you there!

BMO Offshore www.bmo-offshore.com • Delivers operational intelligence to the maritime industry • Collects and analyses data to offer insights for improvement • Develops innovative technology, including Vessel Black Box

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Profile: PT

Anggrek Hitam

Ship

shape E

stablished in 2008, PT Anggrek Hitam is the proud owner and operator of a modern and successful shipyard in Batam, Indonesia. A subsidiary of Holotan Pte Ltd (Singapore), the company acquired a land area of approximately ten hectares in the year of its inception, which has a deepwater frontage of 300 metres; since then the company developed the land into a fully operating shipyard with ground stabilisation and infrastructure comprised of workshops, offices and a jetty. Today services available to customers include shipbuilding, ship repair, naval architecture, marine fitting, steel cutting, steel painting and blasting and steel bending.

Located a mere 20 kilometres from Singapore, the strategically based shipyard can be reached by ferry in less than an hour; this close proximity not only benefits PT Anggrek Hitam in terms of marketing and

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business development, but also enables the company to take advantage of Singapore’s logistic hub, personnel and equipment.

Indeed, this ideal location has resulted in access to numerous international blue chip suppliers, a strong network comprised of qualified specialists, efficient and expedited international deliveries, alongside transportation of two voyages and two air freights per day and access to many specialist sub-contractors. Additionally, Batam has been a free-trade zone since 1989, which offers a simplified and economical import and export environment for those operating in the area.

Founded independently and driven by the ownership of Indonesia citizens, PT Anggrek Hitam is fully supported by its parent company as it continues to achieve growth, success and a solid reputation for quality. Since being awarded its first contract for a deck cargo ship with capacity amounting to 12,000

deadweight tonnes, while still in the process of completing the yard, the company has improved both facilities and project delivery.

For example, the yard itself now focuses on engineering and has its own in-house team and project management department, while the labour is subcontracted to external partners. This way of operating means there is greater flexibility when it comes to managing several projects at the same time at the shipyard as workers can be increased according to the number of contracts at any given time.

Furthermore, the company has also gained recognition through numerous certifications and licences, such as ISO 9001:2008, RINA and CISQ/IQNET; it is also certified

by Hamburg-based Germanisher Lloyd for prefabrication services. In addition to a focus on quality, PT Anggrek Hitam is also renowned for its commitment to safety, with the company

reaching two million man-hours without any lost time injury (LTI) in August 2014. This was beaten in October 2015, when the company announced it had reached five million man hours without LTI. Having created the shipyard from scratch, PT Anggrek Hitam has ensured it can carry out construction projects effectively.

Facilities include four building berths, a large fabrication area and workshops. Within the workshops, the company has a number of facilities, not limited to but including a CNC plasma cutting machine, an autoblasting and shop priming workshop, a steel storage warehouse, bending and welding machines; two units of 100 tonne mobile cranes, two units of 70 tonne mobile cranes, one unit of a 40 tonne mobile crane; one unit of a seven tonne lorry crane; automatic welding machines and automatic cutting machines. Designed for a production output of 25,000 tonnes of steel per annum, the shipyard has also calibrated its infrastructure for the construction of self-propelled deck carriers up to 20,000 deadweight tonnes and floating cranes.

A recent project was announced for the company in the first quarter of 2016, when state-owned oil and gas firm PT Pertamina ordered eight tanker vessels with a total investment of $200 million. PT Anggrek Hitam was one of the three local shipbuilders chosen for the construction of the tankers and will be constructing MT Parigi and MT Pattimura.

Each of the eight vessels will have a dead weight tonnage of approximately 17,500 metric tonnes, will be environmentally friendly, with strong safety measures and will also meet international regulatory requirements.

With a wide range of vessel types of various classes and ranges in capacity in its portfolio, PT Anggrek Hitam is certain to remain busy as it further strengthens its reputation for building

vessels of exceptional quality in a safe and reputable manner. From fuel oil & chemical tank barges to supply vessels or product oil tankers, PT Anggrek Hitam and its dedicated, fully AMDAL (Environmental Impact Analysis Recognition) compliant team has developed an operating method that ensures optimum quality in all areas of operation each and every time.

PT Anggrek Hitam www.anggrekhitam.com • Indonesian shipyard able to build vessels above 10,000 DWT • Expanded workforce in 2015 • Reached five million man hours without LTI by October 2015

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Profile: NGM

Energy

Fast

movers Operating as a

provider of reliable transportation services across the globe, the group boasts more than six decades of experience, which it has used to develop a solid reputation and strong industry relations with most of the major charterers, brokers, suppliers, bankers, shipyards, agents, bunker suppliers and traders around the world

F

ounded by Mr Nicholas G Moundreas in 1961, Nicholas G Moundreas Shipping SA, (NGM Energy SA) is a leading international shipping company that today operates as a family run group comprised of three business segments: Nicholas G Moundreas Shipping SA, NGM Energy SA and Unimar SA. Operating as a provider of reliable transportation services across the globe, the group boasts more than six decades of experience, which it has used to develop a solid reputation and strong industry relations with most of the major charterers, brokers, suppliers, bankers, shipyards, agents, bunker suppliers and traders around the world.

Not only the proud founder of the highly

successful conglomeration, Nicholas also co-founded Good Faith Shipping Co. S.A, a leading dry cargo vessel operating company in 1964, a feat that involved managing a fleet of up to 50 diversified vessels at times.

Renowned as one of the oldest and most reputable shipping establishments in Greece, the group is active in commercial ship-management as well as the sale and purchase of vessels, newbuildings, insurance and other projects. Mainly operating in the dry cargo sector, the group’s fleet of dry cargo and tanker vessels are commercially managed by NGM Energy and Unimar SA; the latter of which was founded by Nicholas in the 1960s to specialise in ship-management in the dry cargo market, while the former was

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Profile: NGM

Energy By keeping abreast of the constant changes in the shipping market and adjusting to these developments accordingly, the company will safeguard its future by turning opportunities for ongoing profits and success into reality established in 2003 by George, Harkilia and Natalia Moundreas, the children of Nicholas.

The fleet boasts a carrying capacity of more than three million dwt, and features a range of vessel types.

Committed to delivering a streamlined, competitive and efficient service, NGM Energy focuses on the continuous improvement of its operations; a recent example of this is its recent investment in Thomas Gunn’s Voyager Chart Management Service, which will enhance efficiency on board. Known as a series that has earned a strong reputation for reliability, innovation and responsiveness, NGM Energy chose Voyager 4, the most recent system, to manage paper and digital charts on all 16 vessels within its fleet in 2013. In addition to using Voyager, the company is also taking advantage of Thomas Gunn’s outfit management service (OMS) for the automated supply of paper charts. By rolling out Voyager 4 across its fleet, personnel will be able to manage all navigational information through a single service that includes NAVAREA warnings; it also boasts new route planning functionality, which makes the identification of charts, publications and updates that are necessary for a voyage even more simple and efficient.

As NGM Energy looks to the future it remains entirely aware of the fiercely competitive and difficult nature of the industry it operates within, however it is the company’s business policies, the professionalism of its employees, the striving of all within the company to maximise profits and the overall integrity of the company that has led to ongoing success. Indeed, by keeping abreast of the constant changes in the shipping market and adjusting to these developments accordingly, the company will safeguard its future by turning opportunities for ongoing profits and success into reality.

NGM Energy www.gmoundreas.gr • Part of the Nicholas G Moundreas Shipping SA group • Family run organisation • Operate a fleet of 16 tankers

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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