Shipping & Marine Issue 138 November 2016

138 November 2016

The magazine for maritime management

Vessel

vision What can we expect from the ships of the future?

In this issue:

u Dynamic positioning u Bunkering u UAVs

138 November 2016

Editor’s comments

‘‘

THE MAGAZINE FOR MARITIME MANAGEMENT

Some of the latest visions of vessels of the future are beginning to look beyond belief when compared with seagoing craft of only half a century ago

Vessel

vision What can we expect from the ships of the future?

In this issue:

u Dynamic positioning u Bunkering u UAVs

Chairman Andrew Schofield Editor Libbie Hammond libbie @ schofieldpublishing.co.uk Production Manager Fleur Daniels

Vision of the

Art Editor/Design David Howard Profiles Editor Jo Cooper Staff Writers Andrew Dann Joshua Younespour 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 Jeff Goldenberg

Advertising Sales Joe Woolsgrove - Sales Director Mark Cawston Tim Eakins Darren Jolliffe Jonas Junca Dave King Theresa McDonald

I

future

n our cover story this month, The Maritime Group International look at what vessels may look like in the future, and something the author said really rang bells with me: ‘Some of the latest visions of vessels of the future are beginning to look beyond belief when compared with seagoing craft of only half a century ago.’ This is something that still strikes me with modern technology (maybe I am showing my age!) I still do get a feeling of wonder when I can open my smartphone and Google any random question I think of at pretty much any time. I love that my car has keyless locking and ignition. And these are just little personal experiences – on the grand scale of ship design, it appears almost anything is possible. To mariners who are now retired, today’s ships must appear to be miraculous, with the evolutions they’ve seen just in their lifetime. Imagine the amazing creations that will be on the seas in 2116!

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

libbie@schofieldpublishing.co.uk

Follow us at: @ShippingMarine

Schofield Publishing Cringleford Business Centre, 10 Intwood Road, Cringleford, Norwich, NR4 6AU, U.K. Tel: 044 (0)1603 274130 Fax: 044 (0)1603 274131 www.shipping-and-marine.com

Cover image courtesy of Royal Caribbean 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, and correct at time of writing, 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

Profiles

4 News

17 Goodwood Ship Management Pte Ltd

20 Karmsund Havn

Updates and announcements from the shipping and maritime arena

8 Dynamic positioning

The challenges that are present in today’s DP marketplace and the solutions that can address them

10 Vessels of the future

Vessels of 2066 or 2166 may well look as alien to us as ships of today would look to mariners of 100 years ago

12 Bunkering The shipping industry is facing an incredibly

23 NorthLink Ferries 26 VT Group 30 Stena Line 33 Vyborg Shipyard 36 Ambrey Risk 38 Redcar Bulk Terminal Limited

20

complex marine fuel supply chain; one whose complexity looks set to increase

14 UAVs

Recent developments in UAV technology have made it easier to utilise these devices and they have many uses in the maritime sector

10

23

38

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Maritime news Acquisition completed uSilver Green AS, owned 50 per cent by Samskip, is changing its name to Silver Sea AS to mark the finalisation of a series of ownership changes. The new name reflects a consolidation by Samskip of its position in the reefer vessel segment, including the strengthening its ownership in the company and direct investment in reefer vessels. Ásbjörn Gíslason, CEO of Samskip Logistics, says: “We have participated in both Silver Sea AS and Silver Green AS over the last 14 years, and we were delighted to take the opportunity to acknowledge the strengthening of our position in the Silver Green partnership further.

The company is well managed and we look forward to supporting its further growth.”

Definitive study uMarine Energy Consulting Ltd. (MECL) and 20|20 Marine Energy, two leading consultancies in this field, will collaborate to produce a comprehensive evaluation of the impact of MARPOL Annex VI global sulphur regulations on the shipping industry. The study will include a detailed impact assessment of the regulations, as well as insights into compliance solutions, enabling recipients to make more informed decisions when developing strategies to both manage the transition, and the future.

The study, which will be available early in 2017, will be of value to all stakeholders involved and invested in the marine fuel supply chain.

It will benefit refiners that need to understand how the legislation will impact demand, fuel suppliers, port authorities and operators that require insight as to where to invest in infrastructure based on the demand for a range of products; as well as ship owners that need a broad knowledge of viable compliance solutions and the impact the change in legislation will have on their operations and profitability.

Travel study

The ‘Living Stone’ I presume uDEME has launched the world’s most advanced subsea cable installation and trenching vessel ‘Living Stone’ at the LaNaval shipyard close to Bilbao, Spain. The vessel is engineered with the latest innovations in its category and is equipped with two turntables below deck, each having a 5000 tons cable capacity. Together the turntables can carry and transport more than 200 km of cable that can be installed in a single trip. Ample deck space of 3500 m2 facilitates a revolutionary cable handling system with innovative and reliable cable handling tools for cable ends, connections and cable protection systems. Furthermore, the ‘Living Stone’ can be equipped with a third carrousel above deck with an additional load capacity of 2000 tons and a 600 tons crane. A system developed in-house by Tideway enables the ‘Living Stone’ to install cables faster and more efficiently in longer lengths and with less offshore joints than any other cable installation vessel.

The ‘Living Stone’ can accommodate a crew of up to 100 persons and will be deployed by DEME’s Dutch subsidiary Tideway. The unique vessel is scheduled to be delivered in the second quarter of 2017 and will head to its first project at the Merkur offshore wind farm in Germany, 45 km north of Borkum in the North Sea, for the installation of inter array cables. The ‘Living Stone’ will also be deployed for the cable installation at the world’s largest offshore wind farm Hornsea Project One in the UK.

Largest order confirmed uThe largest fast passenger ferry order for a UK shipyard in over 25 years has been confirmed by MBNA Thames Clippers . Two new 170 capacity passenger boats will be built at the Wight Shipyard Co on the Isle of Wight, and will join London’s growing river transport network in summer 2017.

Representing an investment worth over £6.3 million, the order will see the creation of 75 new jobs across the Isle of Wight and London, and the involvement of over 100 businesses in the South of England as part of the delivery supply chain. Plus, MBNA Thames Clippers will be creating two new dedicated apprenticeship roles. The finalisation of the two new fast ferries is the largest ever order for the recently rebranded Wight Shipyard Co (WSC) based on the Isle of Wight.

Sean Collins, founder and CEO, MBNA Thames Clippers explains: “In 2016 alone the MBNA Thames Clippers fleet will carry over four million commuters and visitors around London. We are investing in an expanded fleet, built in the UK, as well as exploring new options for piers to enhance London’s infrastructure and maximise the River Thames as a thoroughfare. Our commitment to enhancing the London river transport network is moving at a considerable pace.”

uDriven by the combination of only slight growth in oil prices, minimal growth in both mature and emerging economies, and increases in alternative and renewable energy resources 2017 will be a volatile year for travel in the energy, resources and marine sector.

These are the key findings of the Carlson Wagonlit Travel 2017 Energy, Resources and Marine Forecast, launched in October. The annual forecast provides travel buyers with comprehensive data to plan and budget for the coming year.

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Ballast water system deal uSpanish Ibaizabal Tankers has confirmed the purchase of two SeaCURE ballast water management systems (BWMS) from Evoqua Water Technologies, to help ensure compliance with IMO Ballast Water regulations coming into force in 2017.

The systems will be installed on two Ibaizabal Tankers Suezmax vessels – the Montestena and the Montesperanza – with preparation work due to be completed at the end of October 2016. The project will see Evoqua provide the full suite of its offerings to IBAIZABAL, including design capability, equipment and maintenance services.

Ibaizabal managers commented: “With ratification of the regulation occurring we knew we needed to act quickly to ensure that we were responsible and compliant. Evoqua has a well-founded reputation within the marine industry with its Chloropac electrochlorination system, and we are looking forward to working with them. SeaCURE systems technology and design confidently fits the needs for our vessels.”

Maritime news World first uOn Friday 30th September 2016 an extensive area of the Trondheimsfjord in Northern Norway was designated as an official test bed for autonomous shipping by the Norwegian Coastal Authority (NCA), during a special event in Trondheim, Norway. As potentially the first coastal area in the world officially dedicated to the development of technology for autonomous ships, the new test bed is set to become a vital facility for the future of shipping. Norwegian maritime technology company KONGSBERG has been integral to the opening of the test bed and will become a major user in order to continue its development of sensors, software and systems that enable more autonomy for ships.

Announced in March as a follow-up to the Norwegian government’s new

Additional certification

uBMT Ship & Coastal Dynamics, a subsidiary of BMT Group, has announced that its marine navigation and manoeuvring simulator, REMBRANDT has been certified by BAW (Bundesanstalt für Wasserbau), on behalf of the Federal Waterways and Shipping Administration, Wasser und Schifffahrtsverwaltung des Bundes (WSV) in Germany.

The BAW Certification process rigorously tests the hydrodynamic accuracy of the simulator against known ship behaviours, ensuring that the manoeuvring characteristics trainees experience on land faithfully represent the real world challenges they will face on water.

Due to a new requirement applicable to inland waterways in Germany, all simulation software and hardware, which is used for training purposes for Sea Pilots and Kiel Canal Helmsmen, has to be approved and certified.

National Transport Plan, the fjord offshore Trondheim is an ideal location for the development of technology that will make autonomous shipping a reality. The area experiences light vessel traffic, making it a safe place to conduct autonomous vehicle trials. It is also home to high levels of maritime competence through an extensive maritime technology cluster and several major academic and research organisations. The initiative was established by the Norwegian Marine Technology Research Institute (MARINTEK), the Norwegian University of Science and Technology (NTNU), the Trondheim Port Authority, KONGSBERG and Maritime Robotics. Other stakeholders include the Ocean Space Centre, and NTNU’s Center for Autonomous Operations and Services (AMOS).

Canadian contract uDoppler Velocity Log (DVL) technology from Sonardyne Inc., Houston, has been selected to help navigate Canada’s flagship undersea research vehicle, ROPOS. The order for a 4000 metre depth rated, 600 kHz Syrinx DVL was placed by the Canadian Scientific Submersible Facility (CSSF), the notfor-profit corporation who operate ROPOS, following a trial to evaluate its capabilities. This concluded that Syrinx was able to maintain, and regain bottom lock over a wide range of altitudes and seafloor terrains including soft fine sediment and rugged steep slopes close to hydrothermal vents.

Vincent Auger, IT and Navigation Manager at CSSF said: “Our first dive with Syrinx installed on ROPOS was on an active hydrothermal vent site in the Indian Ocean. The bottom there is very rugged; essentially as rugged as it gets, but Syrinx coped with the challenge very well and demonstrated reliable bottom lock throughout the mission.”

Kim Swords, Senior Application Engineer with Sonardyne in Houston added: “We’re delighted that CSSF is the latest scientific organisation to recognise the ownership benefits offered by our new Syrinx. It takes away the need for DVLs of different operating frequencies, it is deeper rated than its rivals and it has lower servicing costs thanks to innovations such as individually replaceable transducer capsules. And given the strength of international currencies against Sterling at the moment, our UK-manufactured Syrinx represents excellent value for money.”

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Dynamic positioning

Planning Mat Bateman takes a look at Dynamic Positioning (DP) and the challenges and solutions that are present in today’s marketplace

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ahead D ynamic Positioning (DP) has transformed offshore oil & gas operations and other applications, such as construction, supply, diving, and shuttle tanker operations. For instance, while jack-ups and moored drilling units were previously limited in their areas of operation, DP technologies - using computer controlled systems that maintain a vessel’s heading and position - have enabled operators to drill and produce at greater depths and in most conditions.

Previously, moorings were used, with applications limited in depth, engineering design for each location, and vulnerability in severe weather.

A DP vessel, on the other hand, can simply terminate operations and depart.

Examples of DP operations that Global Maritime has undertaken over the last few months include a multiple analysis of DP mandatory documentation for Australian operator Woodside Petroleum; a DP assurance inspection for offshore services supplier Vroon Offshore; and a DP Failure Mode and Effect Analysis (FMEA) for a Helix Q7000 drilling rig in Singapore.

Not risk-free

However DP is not risk-free. Control systems and their ancillaries are only as good as their design, maintenance and operation with deficiencies leading to thrust failures, unwanted thrusts and damage to equipment, personnel and the environment. Class-approved DP Systems at equipment Class 2 or Class 3 (DP2/DP3) are designed so that any single failure will not cause a loss of position and there are mechanisms and tools that provide assurance that the DP System meets these requirements. Yet as DP technologies have progressed, so have the challenges. This article will look at particular challenges and measures to mitigate and manage these risks.

Challenges facing DP – laid up staff & a declining knowledge pool While the long-term demand for DP is likely to remain strong, the last 18 months have seen an industry slow-down with staff levels reduced, skill sets dispersed and some staff permanently leaving the industry.

With DP training taking longer than many offshore specialisms, there is a potential shortage of skilled DP expertise available when demand particularly for DP mariners - returns.

Whilst we can have good visibility and knowledge of vessels available, it’s less clear where the suitable manpower will come from to man the vessels. Unlike a standard merchant vessel, a modern DP vessel is designed to work in specialist niche areas and DP mariners will need appropriate skills to understand and relate to the vessel and its capabilities. Many specialist DP vessels have previously operated with returning crews familiar with the vessel. Thus, there is a concern that this ‘ship knowledge’ will be lost with such unfamiliarity increasing risk.

Just as staff has been laid up, so have DP vessels. In years gone by, a laid up vessel could be simply stacked in a cold state with riding squads periodically passing by and running criticality of spares that may be vulnerable – batteries, for example.

Finally, develop an assurance plan to ensure that performance can be verified prior to deployment.

The plan should be detailed and specific and developed in-house or externally.

Also bear in mind that regulations may require additional testing if a Class notation or mandatory body certification has lapsed. Ensure all stakeholders are agreed on the assurance plan ahead of time to enable buy-in.

New challenges, new solutions

equipment. Today’s modern fleet, however, operates using primarily programmable electronic devices, such as DP computers, and much of the thrust development is from sophisticated power electronics devices.

Just like a computer or tablet that is turned off and left in an uncontrolled environment for an extended period, there is a danger that the communications and computers won’t start immediately or work. Industry groups have recognised this issue and guidance is being prepared by the MTS (Marine Technology Society).

Vessel owners and operators need to grasp these re-activation challenges and allow time to bring vessels back online with appropriate testing to ensure performance and robustness.

The dangers of bad assurance In re-activating vessels, it’s also likely that many stakeholders will be involved from an assurance perspective. Despite the wealth of knowledge available on the subject from Class, the IMCA

(International Marine Contractors Association) and MTS, standards of assurance vary greatly not only between organisations but within them.

Bad Assurance has two outcomes: The vessel is allowed to work when it shouldn’t, giving rise to risk; and the vessel is not allowed to work when it should.

Despite the market slowdown, the long-term outlook for DP is positive. According to a 2015 report by Markets and Markets, the global DP systems market is expected to reach $1.48 billion by 2020 with, despite the decline in oil prices, the market having ‘enormous potential for new technological advancements and expected to grow.’

Planning ahead and understanding the challenges to be faced will be critical in ensuring DP missions can be completed safely, efficiently and first time. v

Addressing these challenges So how can these challenges be addressed?

In short, mechanisms must be put in place to minimise risk.

Firstly, understand and plan how DP competent mariners can be sourced with the correct skill set for the niche the vessel is working in. Once sourced, allow staff new to a particular vessel the time to become familiar with the ship and test systems to ensure performance and robustness.

Training will often be required.

Secondly, plan enough time to re-activate systems and test equipment, allow for the possibility of equipment failing, and assess the

Mat Bateman works at Global Maritime. Global Maritime specialises in marine warranty, dynamic positioning and engineering services in the offshore and marine sectors.

Founded in 1979, headquartered in Stavanger and majority-owned by HitecVision, Global Maritime’s services span the entire offshore project lifecycle from engineering & design, construction and third party verification through to marine warranty surveying, dynamic positioning, installation, risk management and decommissioning. http://ce.globalmaritime.com

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Vessels of the future

No hands on

deck?

We are already seeing fierce debate about driverless cars and artificial intelligence, but when does science fiction start becoming hard fact for the maritime industry?

“

Time – and tide – wait for no man or woman. Pushing the boundaries with visionary and innovative thinking and cutting edge technology has to be the way forward whatever the sector

“

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Z

ero-emission bulk carriers, mega ships measuring more than 500m LOA, cruise liners like floating cities and warships that are ‘invisible’.

Some of the latest visions of vessels of the future are beginning to look beyond belief when compared with seagoing craft of only half a century ago.

Any discussion surely must begin with autonomous shipping, or unmanned ships. This application of ‘drone’ technology is perhaps the most contentious factor when it comes to vessels of the future.

Captain Malcolm W Parrott, who is Managing Director of The Maritime Group International (TMG), has 57 years of marine experience under his belt, including being in command of container ships, ferries and a cruise ship and serving in senior and executive management positions ashore for over 30 years. He also was one of the major pioneers

of large High Speed Craft in the late 1980s and during the 1990s, so has himself played a part in innovative futuristic design and operation of modern vessels. He has witnessed firsthand many of the major changes and emerging trends over the past half century and he believe autonomous ships will become a reality although there will be obstacles to overcome first.

“My own view is that they are some way off, though I would like to think in my life time I will see them; say in the next 20 years. The main problem will be operating high definition sensors in a heavy sea environment. Commercial radars (3cm [X-Band] and 10cm [Y-Band]) cannot give a particularly good radar return through ‘clutter’ in even moderate seas and even with today’s suppressors fitted.”

Radar of course (and other electronic aids to navigation) is constantly being upgraded and improved and no longer looks like the radar

Startpoint T2050

Images courtesy of Startpoint Group

Malcolm first went to sea with. “I suppose you could say that the ‘mark one eyeball’ is still the best look out!” he said.

With remote monitoring of autonomous ships, presumably the drone pilot – sitting in a comfortable air conditioned control room somewhere ashore – will have 360 degree vision through high definition cameras, remote radar and sonar screens, almost as if he/she was actually on the navigation bridge.

When Malcolm went to sea, navigation when out of sight of land was by using a sextant and chronometer to get a fix by the sun, stars, planets and moon. Today’s navigator relies on Satnav!

Malcolm believes this ‘mark one eyeball’ – albeit from a remote gaze of perhaps even thousands of miles away – will still be vitally important.

“Commercial sonar is not sufficiently sensitive enough at present, especially side and forward scanning sonar, to keep autonomous vessels from

colliding with a whale or floating ISO container that has been washed overboard from another ship (as happens).

“In some respects an autonomous vessel will be navigating more like a submarine than a conventional surface vessel and will have to have a ship’s inertial navigation system (SINS) to back up the fitted GS system.”

Even if practicable with the advent of new cutting-edge technology, there would still be issues to resolve in the operation of ‘drone’ ships.

Presumably, they would require new regulations and cyber secure communications systems – particularly in the light of escalating terror attacks, the threat of piracy and state-sponsored hacking online. Autonomous ships would be very prone to highjacking.

There are plenty of other factors to consider too, particularly for merchant vessels, according to Malcolm:

Could an autonomous pilot be driving more than one vessel?

Could vessels be sent in line-ahead convoy, with one pilot controlling all vessels in the convoy?

If this were to be the case, would ports have to redevelop to load/discharge vessels such that the whole convoy would be ready to sail at the same time?

Or would vessels finishing cargo operations be sent to anchorage to await the formation of a convoy?

Would convoy vessels be sent from numerous ports to converge on a convoy rendezvous point (as in the First and Second World Wars)?

The collision regulations, which have to be rewritten.

There is also the small matter of berthing and unberthing – would this also be autonomous or would crews be required to be put on board (by helicopter?).

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Vessels of the future Image courtesy of Royal Caribbean

had only increased to about 12 knots and when Malcolm went to sea in late 1958 to 14 or 15 knots.

“Today, if the fuel is affordable we regularly have 25 knot giant containerships and large conventional RoPax ferries achieving sustainable 30 knot speeds. High speed ferries can achieve 55 knots plus, with the future looking to even faster vessels and craft. Of course, with some vessels slow cruising speeds and fuel efficiency are more important than maximum speeds.”

Motive power has also changed over the past 100 years. In 1916 steam was still taking over from sail and it was not until the 1920s that we saw the gradual introduction of diesel engines.

Malcolm said: “Once again, when I went to sea, merchant ships were driven by extremely large slow speed diesels which were not automated and had large crews of engineers and mechanics to maintain them.

“Today many ships are diesel electrically driven. The engine room consists of four or more compact high speed generating engines, driving alternators. The electrical power so produced

“

We may able to foresee a day when container ships or tankers are completely autonomous but one suspects that the giant behemoths that are cruise liners will still need substantial crew above and below deck

“

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Ropes are still used to moor vessels as they have been for thousands of years. New methods have been devised but there has been little appetite for change. Rope technology has become highly advanced with new materials, but the mooring still requires manpower to fasten a ship to the shore!

Anchoring could be made autonomous, but what happens when the anchor becomes fouled or you get a fouled hawes?

There are many, many questions to answer and overcome.

Other issues come into play too. What about fuel efficiency, speed, motive power and manpower, commercial and consumer demand, logistics and infrastructure; not to mention environmental concerns?

Average speeds of vessels have increased by more than 250 per cent over the past century, according to Malcolm. “In 1916 the average speed of a merchant ship was eight knots or under and a 15 knot ship was considered to be very fast.

“So fast in fact that it would have been allowed to travel outside of a convoy in the First World War

drives controllable pitch propellers (through Azimuth propulsion units known as Azipods) or water jets more efficiently.”

Ultimately, this means that as technology advances crew numbers continue to fall on many vessels.

Manpower has dropped from about 100 seamen in 1916 to about 19 on today’s very large container ships and tankers/bulkers, with the ships themselves going from 7000 GRT to 240,000 GT today.

Of course, this can depend on the sector.

We may able to foresee a day when container ships or tankers are completely autonomous but one suspects that the giant behemoths that are cruise liners will still need substantial crew above and below deck. With cruise ships and container vessels it seems as if size really does matter; big is beautiful when it comes to economies of scale.

The trend towards Ultra Large Container Ships (ULCS) continues, with 19,224 TEU and 395.4m LOA vessels becoming regular visitors to UK waters.

However, ports and shore-side infrastructure must be able to accommodate and service such vessels in order for shipping lines to realise the benefits. Almost inevitably this means huge investment somewhere along the line.

Meanwhile, cruise ships are continuing to balloon in size as well as popularity. According to figures from the industry body Cruise Lines International Association (CLIA) there were some 1.4 million passengers in 1980 which had risen to

as submarines would never be able to catch them.

“The magnificent clipper sailing ships of the late 19th and early 20th century very often where able to overhaul a steam ship.”

By the Second World War the average speed

15 million in 2006 – and that is expected to rise to 24 million by the end of this year (2016).

Malcolm said: “Who would bet against such giants as Royal Caribbean’s mighty Harmony of the Seas – the largest cruise ship currently in service –

Image courtesy of Royal Caribbean

being surpassed in just a few years as the industry continues to evolve to meet growing consumer demand and expectation?”

With such huge vessels at sea, there will be increased focus on the need for green technology to steer the maritime industry towards a more eco-friendly future – vessels powered by fuel cell technology, solar cells or rigid sails have all been proposed.

Defence and security needs will also be a key driver in the development of cutting edge technology. Malcolm said: “Drones, and particularly in airstrikes, have become synonymous with warfare. Drone vessels, known as ASVs, do already exist, specifically in the US military where they are used as screens for the mother ship.

They are not large and certainly no bigger than 20m LOA. TMG have suggested that they could be used by the British Border Force to protect our shores.

“Underwater drones have been used for many years, known as ROVs, these machines are used

Indeed, UK and US forces were due to hold ‘robot’ war exercises off the Scottish coast in October (2016), called Joint Warrior 2016, to test more than 40 different types of unmanned air, sea and underwater vehicles to ensure the western military stayed ‘ahead of the curve’.

He added: “Some UK defence contractors are already developing unmanned vessels and thanks to the remarkable Dreadnought 2050 project we don’t need a crystal ball to anticipate some of the other technological advances.”

The Startpoint procurement group issued an informal challenge to naval architects and engineers on behalf of the Royal Navy and Ministry of Defence under the title of Dreadnought 2050 to visualise the ultimate warship of the mid-21st century. The idea was to echo the iconic impact on maritime warfare of the first Dreadnought introduced in 1906 by the then First Sea Lord, Sir ‘Jackie’ Fisher.

Futuristic ideas included high-speed ships made

and holographic command centres are just some of the ‘sci-fi’ features suggested.

Malcolm said: “Time – and tide – wait for no man or woman. Pushing the boundaries with visionary and innovative thinking and cutting edge technology has to be the way forward whatever the sector. It is tempting to think the future has arrived but many of our visions for 2166 or even 2066 are really based on the most advanced technology of today – or what we can conceive as the technology of tomorrow – rather than the actual demands of the future.

“Are these realistic visions? Only time will tell; vessels of 2066 or 2166 may well look as alien to us as ships of today would look to mariners of a hundred years ago.” v The Maritime Group International (TMG) TMG is a world-class maritime services company and consultancy providing an extensive range of business solutions, advice and support for clients of all kinds engaged with

for surveying ship’s bottoms while still afloat, oil and gas pipeline inspections and wreck survey work, etc. These craft are invariably controlled from the surface by an umbilical wire connection to the operator.”

of ultra-strong plastics or the wonder material graphene. ‘See-through’ hulls, hypersonic missiles with ranges of hundreds of miles, mastless decks with drone operated radar, torpedoes capable of homing in on a target at speeds of up to 300 knots

maritime related projects.

Established in Seattle, USA in 1990, it has one of the greatest networks of globally located marine professionals worldwide. www.the-maritime-group.com

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Bunkering

Viable

options Bruce Abbott discusses navigating the changes to the marine fuel supply chain

L

egislation has often been a catalyst for real change in the shipping industry.

The IMO’s MARPOL Annex VI regulation, which governs the amount of sulphur that can be used in fuel oil is no exception. While it has been enforced in certain guises, such as the 0.1 per cent Emission Control Areas (ECAs) implemented in 2015, it is the global 0.5 per cent sulphur limit that will have the greatest impact.

Set to be enforced in 2020 or 2025, the global regulation will drive widespread change within the shipping industry, transforming the marine fuel supply chain. Two reports have been conducted into impact of the regulation. The first, commissioned by the IMO and conducted by CE Delft, states that there is no real reason not to implement the earlier date. The other report, commissioned by BIMCO and conducted by EnSys Energy & Systems, recommends a phased approach to implementation because the refining industry will not be able to meet extra sulphur removal demand. The reality is that the earlier date will most likely be implemented, as any deviation by the IMO from reducing the industry’s emissions output would be met with significant disapproval by external government, legislative and regulatory bodies. Either way, there will be significant uncertainty.

The vast majority of the shipping industry – responsible for delivering 90 per cent of global trade - uses Heavy Fuel Oil (HFO) to power itself, which will not be compliant with the global sulphur cap. So, how will ship owners and managers navigate the changes to the marine fuel supply chain?

There are three viable options in the medium term. One is Liquefied Natural Gas (LNG). Yet there still needs to be a significant amount of investment made in the development of bunkering standards and global infrastructure before this is a truly viable option on a widespread basis – and for many, the upfront investment necessary to convert to LNG is prohibitive. The second option is exhaust gas cleaning technology – or

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scrubbers. This technology suffers from the same need for upfront capital investment, which has so far limited its uptake. Thirdly, there are distillates and distillate-based products. Although these don’t require upfront investment, their cost per tonne is significantly higher than that of HFO, and there are concerns about product availability, and a further lack of commitment from refiners to invest in the significant sums required to produce enough to meet 2020 demand, as highlighted in the EnSys study.

Even if there are enough distillates in 2020 to meet the growing demand, how much can owners and operators expect to pay for them?

The US Energy Information Administration (EIA) has estimated that the global consumption of petroleum and other liquid fuels will increase by a further 1.4 million b/d in both 2016 and 2017.

The potential impact of this trend is that crude prices will be higher in 2020 than they are at the moment – maybe between $60 to $80 per barrel - which will have a significant impact on the price of distillates. Coupled with the fact that there may not be enough product to meet demand, this margin would only increase.

It is for these reasons that Genoil, a leading publically traded clean technology engineering company, has developed its technology – the Hydroconversion Upgrader (GHU) – for the shipping industry. The GHU converts heavy crude oils and refinery bottoms into clean burning fuels for the transportation industries.

Genoil’s innovation improves upon the existing data-verified Fixed Bed Reactor technology, which is currently used in nearly 85 per cent of the world’s reactors, by super-saturating the carbon molecules with hydrogen, significantly increasing the desulphurisation, dematalisation and denitrogenisation conversion rates, and increasing operating efficiencies by 75 per cent. The GHU technology has the ability to take refinery residue and turn it into the low sulphur fuel oil needed to meet shipping’s 2020 legislation.

There are a number of ultra low-sulphur fuel oils, which have come on the market to address

the 2020 legislation; however there have been compatibility issues with blending them portto-port. Genoil’s low sulphur fuel oil product has all the same qualities as the HFO everyone is already familiar with, just without the sulphur, providing one fuel standard worldwide.

Bunkering with fuel that is incompatible with the fuel already onboard a vessel creates huge added costs and logistics issues that no ship owner or operator wants to deal with. This is a problem Genoil is looking to solve. Rather than creating a new product, the Genoil GHU plant is desulphurising the existing one. This removes supply challenges and also the risk of potential engine complications and associated downtime that can occur when needing to switch between various fuel oils.

For ship owners it negates the requirement to invest capital in scrubbers or to switch to LNG, and for fuel suppliers it ensures a reliable supply of compliant fuel oil, which they can provide to customers at a reduced cost, but at a higher margin than traditional distillate or low sulphur products. And of course for the fuel payers, their fuel bills are significantly reduced.

In conjunction with this, in a highly competitive market, port authorities will be able to differentiate themselves, and increase their competitive advantage by being able to guarantee the continuous supply of MARPOL Annex VIcompliant, cost-effective fuel products, delivered through a state-of-the-art bunkering infrastructure.

Genoil’s GHU unit can be easily placed in locations including receiving terminals, pipelines and ports.

The shipping industry in many respects has traditionally been sceptical of innovation, and the lack of widespread uptake in clean technologies that increase operational efficiencies has long been evidence of this. This is why Genoil has invested over $50 million over the past few years in research and development from its 147-acre site in Alberta, Canada, delivering an abundance of test data, which verifies the viability of the product.

The company has also filed more 20 patents in relation to its GHU technology, including the process for treating crude using hydrogen in a special reactor unit.

Most significantly, credibility is often measured by the company that you keep. That is why in April 2016, Genoil announced, in conjunction with consortium partner Beijing Petrochemical Engineering Co Ltd (BPEC), the receipt of a $5 billion Letter of Intent (LOI) for the funding of a 500,000-barrels per day (bpd) desulfurisation and upgrading project located in the Middle East.

Beijing Petrochemical is a division of Yanchang Petroleum, sitting at position 380 on the Fortune 500 list. This is a project that will see, following the implementation of the GHU technology, a production capacity of 500,000 barrels per day of low sulfur crude oil.

The shipping industry is facing an incredibly complex marine fuel supply chain; one whose complexity will only increase if the sulphur cap is announced for 2020, as expected. Those who choose to be proactive in advance of this date will seize a noticeable competitive and financial advantage. As our technology demonstrates, there are viable options that are able to produce reasonably priced fuels compliant with legislation, strengthening the bottom line today, and even once the 2020 deadline has passed. v Bruce Abbott is President and COO, Genoil Inc. Genoil is a publicly traded Canadian clean technology engineering company for the petroleum industries. Genoil is headquartered in Edmonton Alberta, with offices in Calgary, Sherwood Park, New York City, Constanta Romania, and Dubai & Abu Dhabi. Genoil has developed its proprietary technology, the Hydroconversion Upgrader (GHU), which converts heavy crude oils and refinery bottoms into clean burning fuels for transportation industries including shipping. The GHU can be placed in remote locations, including receiving terminals, pipelines and ports. genoil.ca

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UAVs

Global

watch

David Willems discusses the opportunities for unmanned aerial vehicles (UAVs) to become the go-to technologies to deal with crisis situations from humanitarian relief to piracy at sea

UMS Skeldar landing

T

he dynamic UAV market covers a spectrum of applications in the defence, commercial, and homeland security sectors and according to industry researchers, is forecast to be worth US$14.9 billion by 2020.

The security and surveillance role of UAVs have become the latest tool deployed against the murky world of organised criminal activity, where some smart smugglers have overcome a range of strategies deployed by concerned Governments and agencies including the use of ground based radar systems. These ‘next generation criminals’ have developed their own methods to identify and thwart or avoid any detection during the commission of their illegal activities. They have been successfully able to transport their goods in bulk whilst entirely evading the vision of radar systems, remaining invisible to those trying to capture them.

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The problem here lies within trying to catch out determined individuals or gangs on land or sea using grounded technologies. Most people involved in such activities are well aware of the patch or region within which they operate, so further advanced capabilities are required for the authorities to stay one step ahead. That brings in the use of aerial surveillance and specifically UAVs. So for example, the SKELDAR V-200 was successfully trialled by the Spanish Navy in an antipiracy operation across the Indian Ocean, as well as within the anti-piracy mission ATALANTA (EU NAVFOR) off the coast of Somalia.

According to Ian Millen, Chief Operating Officer, Dryad Maritime: “The first three months of 2016 have visibly demonstrated the dynamic nature of maritime crime and how effective action to combat it can turn the tide in favour of the good guys.

There are some welcome causes for optimism in certain regions, notably the Indian Ocean where

Somali piracy remains broadly contained, and in Southeast Asia where we have seen a remarkable turnaround in a little over six months to deliver our lowest first quarter figures in a decade. In other areas, such as the Gulf of Guinea, the picture is a less positive one, with kidnap of crew for ransom rampant off the Niger Delta.”

Remotely piloted aircraft systems (RPAS) – to more aptly describe the bundle of services such as aircraft, ground stations and payload accessories – are some of the most tactical, accurate and covert technologies when it comes to surveillance. Where rotary unmanned helicopters are able to hover in the air for hours undetected, they can search targeted personnel and devices in real time. For long perimeter and coverage of vast areas, such as the Pacific, such operations can be handled by seaborne VTOL (vertical take-off and landing) aircraft or ground based fixed wing UAVs with a high endurance of

12+ hours. Operated by ground control stations (GCS), they can be easily assembled and operated by direct commands, providing live crucial data. A number of manufacturers offer versions, however UMS SKELDAR is unique as Europe’s only provider of fixed wing and rotary platforms with various payload capabilities.

Deploying aerial systems to survey the border and active regions eliminates a great majority of the risks involved with ground patrols and is far more efficient, covering infinitely more ground in a day than is possible by current methods. With most of the illegal activity taking place at night, the platforms are able to provide unmatched support and direction to agents on the ground.

In the maritime arena, the battle between smugglers and the authorities means that UAV systems themselves are being targeted and commandeered. Some criminal groups are being able to use their own methods to

spot UAV systems tracking them and then, in some cases, taking them down to discover any intelligence for their benefit or even destroying the platform altogether.

The use of aerial systems has recently expanded beyond applications deployed by defence forces. Even though the issues of military grade surveillance present a different threat to trafficking, wild life conservation and illegal logging, border security agencies are adopting aerial methods to protect the national security threat these issues pose. Smaller systems are more effective in fulfilling tasks for such applications due to their cheaper and ergonomic bearings.

To combat the global issue of wildlife trafficking, the UN and EU have pushed for the initiatives such as the Wildlife Conservation Unmanned Aerial Vehicle (UAV) Challenge (wcUAVc) and TRACE (Trafficking as A Criminal Enterprise) to develop innovation and invention in the design of unmanned aircraft to assist with counter poaching. Using the integration of sensors, embedded systems, and communications in a robust and high endurance aircraft, its systems are able to detect and better prevent the illicit trafficking of people, drugs and endangered species. These aircraft are much more ergonomic than those employed in military applications, but effective in their operations to alert Park Rangers of any unwelcoming activity.

Well documented across the world is the current refugee and migrant crisis, accompanied by the now daily tragic images of thousands fleeing their country across the deadliest borders and seas. UAVs have been especially instrumental as a key constituent in rescuing and saving lives of people crossing the Mediterranean. The Migrant Offshore Aid Station (MOAS) specialises in helping migrants at sea after several catastrophes in the Mediterranean. They offer a solution beyond navy systems, as they are able to operate at night and under treacherous conditions at sea. Real time infrared video sent to GCS is able to identify the type of distressed vessels and any risks involved.

With their high transit speed, Remotely Piloted Aircraft Systems (RPAS) systems react faster when investigating contacts that may require emergency support. The system would send a report back to the ground station with the positioning of the boat, for MOAS to send a rescue team. This organisation

re-deployed the MY Phoenix to the Bay of Bengal and the Andaman Sea. From January to May 2016 the vessel monitored and assisted with rescues along this southeast Asian sea route.

Refugees and migrants travel 1500 nautical miles south from the bay to find hope and jobs in Malaysia. Many of these people are lured aboard trawlers and held for ransom. In some cases, when they make landfall, they are held again for ransom.

The Andaman route generates numerous migrant fatalities resulting from brutal conditions and murders at sea and on land.

Ever since the US introduced aerial reconnaissance in 1913 in pursuit of Pancho Villa (largely unsuccessful due to technical difficulties and poor weather), recent developments in UAV technology have made it cheaper and easier to utilise them and gradually will start to see them becoming more commonplace in industries such as anti-piracy and security operations. v

David Willems

David Willems is Global Business Development Director at UMS SKELDAR. As intelligence surveillance and reconnaissance leaders, UMS SKELDAR are drafted in to provide unique solutions to any issues arising from surveillance.

Customer contracts of the SKELDAR V-200 include military deployment with the Spanish Navy across the Indian Ocean and the antipiracy mission ATALANTA (EU NAVFOR) as well as civilian use for Power line work with Norwegian UAS service provider Nordic Unmanned. http://umsskeldar.aero

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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.

Goodwood Ship Management Pte Ltd Karmsund Havn NorthLink Ferries VT Group Stena Line Vyborg Shipyard Ambrey Risk Redcar Bulk Terminal Limited

Profile: Goodwood

Ship Management Pte Ltd

Services for every

need

G

oodwood Ship Management is an independent ship management company that offers a comprehensive range of high quality marine services.

Driven to exceed the expectations of its customers, the company considers the priorities of customers as important as its own by providing safe and cost effective management of the ships – and working in partnership with clients. Goodwood is managed by a team of highly skilled and dedicated professionals, and with many years of shipping and operational expertise is able to handle the most complex international shipping operations. The company takes ownership and embraces the owner’s approach, allowing ship holders to secure and service very long-term contracts from the most demanding charterers.

Goodwood provides a broad spectrum of ship management services, which

include technical management, crew management, commercial management and marine consultancy services – that include new building supervision. Currently the company manages a diverse fleet, and consists of VLCCs, suezmaxes, aframaxes, chemical tankers, as well as bulkers and container vessels.

Underpinning the company’s ability to offer a full portfolio of third party technical ship management services is its team of highly skilled superintendents. Goodwood monitors the vessel’s performance closely to ensure that it is able to maximise the operating efficiency. Further to this, its superintendents inspect ships that are under the care of the company at regular intervals in order to ensure that standards are maintained. An important aspect of this is that the business retains a good ratio between the numbers of superintendents to ships, which means that every vessel can be thoroughly looked at. Goodwood is committed to making sure

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Profile: Goodwood

Ship Management Pte Ltd

that every vessel’s operating requirements are met and that vessel operating conditions are always at the best levels. The company supports this outcome by utilising its computerised AMOS planned maintenance

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system that allows for close monitoring and timely vessel maintenance.

Similarly, within crew management Goodwood recognises the value of deploying seafarers that are well-trained and certified in accordance with STCW 2010 and the ISM code. The primary concern of the company is to deliver safe, efficient, high quality, ethical and cost effective ship management solutions that meet its customers’ needs. To support this Goodwood has crew recruitment and training ventures in India and the Philippines, and this means that it can make sure all of its staff meet its high standards.

Another aspect of Goodwood’s crew management service is its ability to use its systems to ensure that all vessels in the fleet have officers and crew onboard with all the required skills for that particular vessel.

In addition to the Seagull computer based training that is available onboard of its fleet, it also has a series of training courses that have become a mandatory part of the crew training programme. At Goodwood there is an extensive focus on the training of crew,

and is indicative of the high standards that the company constantly sets itself.

There is also the provision of purchasing services that Goodwood offers its clients, it works on procuring the best quality goods and services at the most economical price.

Through tapping into its global purchasing experience, and the network of highly reliable suppliers, Goodwood actively negotiates for favourable frame agreements and consolidates volume purchases. As a result, the company is not only able to secure attractive pricing on a range of supplies, including spare parts, lubricating oil, paints and provisions, it is also able to adopt a holistic perspective to inventory control. The result of which is the maximising of savings, making it an increasingly appealing option to prospective customers.

Another service that Goodwood offers is that of insurance, it ensures that all vessels under its management are covered against marine perils and third party liabilities.

Through the company’s established working relationship with the insurance underwriting markets and brokers, it is able to assist its principals in obtaining competitive rates for H&M and P&I coverage. Goodwood’s insurance department also has an active role in handling and settlement of owner’s claims, as well as assisting in the process of insurance policy renewal.

Similarly, within the accounting service at Goodwood it recognises the importance of professional and timely financial reporting and its influence on the owner’s decisions.

The company has instituted a modern and fully computerised accounting, payroll, crew management and purchasing system.

In accordance to the preference and requirements of the principals, the business provides monthly or quarterly accounting reports in a timely manner. This is all done to the highest corporate governance standards as required by Sarbanes – Oxley.

The company also provides customer information management, this essentially means a wide mix of timely information for Goodwood’s principals. It provides full access to the Virtual Private Network (VPN), and this means that its clients get a keen sense of security and control over the vessels. Some examples of the areas that this relates to are class certificates and survey status, contract list, crew list, Q88 HVPQ-vetting, vessel particulars, and a number more. It helps to create a transparent relationship between Goodwood and those it works with, which it is keen to do throughout its operation.

Besides providing ship management services it also specialises in marine consultancy and new building supervision.

Goodwood’s marine consultancy services cover a wide range of expertise in the new building sector and it has undertaken various new construction projects including VLCCs, container vessels, bulk carriers and chemical tankers at major Japanese, Korean and China shipyards.

The final area that Goodwood offers its services is within new building supervision. It has a team of skilled marine engineers and naval architects with a proven track record in project management and site supervision of new ship construction. The company can carry out a detailed review of the yard specifications and provide owners with information relating to the hull, paint coating, machinery and electrical systems. Such a review is made in mind with the owner’s requirements, best industry practices and Goodwood’s operational experience. This service is of particular use for those that are seeking to negotiate with yards to upgrade the quality of the vessel.

The company provides all of these extensive services, within its stringent health and safety standards that it considers paramount, and the company’s commitment to this can be seen from the number of accreditations that it has been awarded, such as ISO 9001, 14001, 50001 & OHSAS 18001 by American Bureau of Shipping.

It has also made efforts towards being environmentally friendly and energy efficient, something that is demonstrated by its Green Award by Green Award Foundation.

All of this and much more, is a clear indication that Goodwood’s ambition to be a role model in the industry is something that it is determined to pursue, and no doubt can achieve.

Goodwood Ship Management Pte Ltd www.goodwoodship.com • Extensive services • Well-trained and talented crew • Computerised systems

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Profile: Karmsund

Havn

On the high

seas

Killingøy

F

rom its advantageous location strategically situated in southwestern Norway, Karmsund represents a vital transport link for the North Sea. Karmsund Sea-traffic Harbour is an inter-municipal organisation charged with many different activities related to port operations and the development of sea-based enterprise. The port is also home to some of Norway’s offshore energy and subsea industries and accommodates leading industry players such as Technip, Statoil PRS, Saga Subsea and DeepOcean on site.

Karmsund previously appeared in Shipping & Marine during December 2015 and has since continued to work with its clients and users to further develop the company’s facilities. As a strategic transport link to the North Sea, the port’s long-standing relationships with its clients are a vital component in allowing Karmsund to invest in the facilities and services that best serve its users. “We have recently completed a big new hall for the Deep Ocean Group on our Killingøy sub sea base, this is a combined maintenance and office building with a total footprint of around 1200 m2. The hall is directly

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linked to the quays at Killingøy and we are now preparing approximately 7500 m2 of new outdoor storage area on the base, which we expect to have ready by 1st November 2016,” explains Assistant Port Director and Deputy CEO, Leiv Sverre Leknes. “The Statoil Pipeline Repair System (PRS) is a very important partner at Killingøy, while clients such as Deep Ocean, Technip Norge AS, Olufsen Ship & Offshore, Saga Subsea are all important partners in further developing the base to a world leading subsea technology base. The weaker offshore market has also led to a need for layup areas and we are fortunate enough to have some of the best areas for this in our area. This has also driven an investment to extend the port’s capacity for shore power and we have now applied to Enova, where we hope to achieve partial funding to introduce even more power at our terminals.”

In addition to its comprehensive Subsea activities, Karmsund also serves the cargo sector at its Husøy public port for dry cargo commodities, which is now a key destination for all of the container feeders that operate along the West Coast of Norway. These include operators such as NorthSea Container

Line AS (NCL); Samskip, which has recently bought the European Container Line AS (ECL); and Maersk. These companies all also serve the major ports on the Continent, ranging from Hamburg to Bremerhaven and Rotterdam.

“In addition to this we also have several SeaCargo callings that arrive several times a week. SeaCargo is the major Ro-Ro/sideport port operator in our area, serving the UK and the Continent. In all, we have the best liner service available on the West Coast of Norway, all calling the same terminal,” Leiv says. “At Husøy we have significant development plans that are about to be finalised and we see a fantastic development here within all commodities. The utilisation of the terminal has been much better than even the biggest optimist could hope for.”

Husøy port has enjoyed impressive growth since 2015 by expanding its volumes by 15-20 per cent, while the opening of the bulk terminal has also lead to an increase in the bulk products handled by the facility. “The investment in the new bulk terminal was valued at close to 90 million NOK. The new facility is around 12,000 m2 and divided into 20 similar cells. The capacity of the facility is circa 30,000

Husøy’s masterplan for expansion

tonnes, depending on the kind of commodity that is being transported,” Leiv elaborates.

“The initiative was taken by a local terminal operator who saw the possibility to establish a bulk terminal, which was influenced by the fact that BioMar, a world leading fish food producer, has a major facility at Husøy. BioMar decided to extend its production capacity here and will complete its extension project creating a total capacity of around 340,000 tonnes in Q1 2017. The quay in connection with the bulk terminal is designed to accommodate handy size bulkers. With the growing demand for bulk storage, we expect to further extend the terminal within a few years.”

In addition to the current growth of Husøy, a second round of investment in the expansion of the terminal’s faculties will follow the completed development of the port. This will be comprised of an investment of some 300 million NOK, which will provide around 220,000 m2 in both quay and storage space, as well as ground for new businesses.

“Following this development the total port area will be approximately 310,000 m2 with two Ro-Ro ramps and four quays totalling 850 metres. With this new port area, it is our

intention to build a ‘future port’ based on a lean, clean and green philosophy,” Leiv says.

“This will include sufficient electrical power to operate cranes, forklifts and so on, while the same will be offered to the vessels with battery packages and inductive charging. In addition, we plan to implement a LNG filling station, gas oil fillings and hopefully also make

hydrogen and bio fuel available within the port to create a full energy cluster.”

Further to its subsea and cargo operations, Karmsund is also increasingly active within the cruise market. Although the port is a relatively new player in this sector, Karmsund is making steady headway in this area and expects cruise operations to continue to

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Profile: Karmsund

Havn

“Our main focus during the next 12 months is to undertake a proper planning of the new terminal at Husøy as well as get a good start with developing the new areas, including the port’s cruise operations.

“Our port is situated between Stavanger and Bergen. Presently there is one ferry to Stavanger and one ferry to Bergen, but direct roads are now being built between the cities, and a ‘ferry free’ road to Stavanger will be ready in 2024. This will mean that the trucking time to Stavanger from our port will be about 50 minutes. The ferry free connection to Bergen will follow some years later and will lead to a trucking time of around one and a half hours compared to three hours today.

This is the reason for our investments into the port, we believe that our location and its surrounding infrastructure makes it an ideal resource for our clients.”

Karmsund Havn grow in line with the port’s other interests.

“Karmsund Havn started with cruise calls four years ago and the development of this service has progressed very well. We have already

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booked 35 calls for 2016 with a total of 64,000 passengers, while in 2014 and 2015 we had between 15 and 18 calls each year with around 30,000 passengers,” Leiv concludes.

www.karmsund-havn.no • Historic south-west Norwegian port • Naturally sheltered area • Continuous expansion of facilities

Profile: NorthLink

Ferries

Food for

thought S

ince taking over the operations of NorthLink Ferries in July 2012, which provides crucial ferry services from the Scottish mainland to Orkney and Shetland, Serco has worked towards its pledge to ‘overhaul catering, seating and onboard entertainment’ on NorthLink Ferries’ vessels.

An internationally renowned service company, Serco combines commercial expertise with strong public service values to successfully improve services by managing people, processes, technology and assets in a more effective manner. Awarded the six-year £243 million contract over four years ago, Serco has been working on behalf of the Scottish Government, local authorities and UK government, to deliver a number of improvements on NorthLink’s vessels. Among these enhancements, the company has made investments in a revamped catering service, including a new café bar and restaurant in 2013, as well as additional seating and the introduction of the first ever POD recliners on any ferry route.

Operating three passenger vessels on the Orkney & Shetland routes: the MV Hjatland, the MV Hrossey and MV Hamnavoe, the company also operates two freight vessels:

MV Hildasay and MV Helliar. Supporting its operations are the company’s offices in Stromness, Kirkwall, Lerwick and Aberdeen, as well as the ferry terminals at Hatston and Scrabster.

Not only providing a vital lifeline service to the Northern Isles for islanders and visitors alike, these vessels operate 363 days per year supplying industry sectors such as agriculture, aquaculture, construction, oil and gas and retail. In their last contract year NorthLink shipped over 470,000 lane metres of freight, the equivalent to nearly 35,000 articulated trailers as well as over 25,000 cattle and 130,000 sheep.

Proud to provide customers with local produce during sailings, Serco NorthLink Ferries retains close working relationships with food and drink suppliers to ensure high quality food is available in the bars, cafes and restaurants on each of its vessels.

Indeed, in line with the launch of its new bar, café and restaurant in 2013, the company launched a brand new menu for its restaurant, The Feast, complete with a number of eating and drinking options on board. Food for all passengers can be ordered from this new single ship’s menu, which has been likened to the kind of ‘gastro-pub’ fare on offer in

contemporary chain restaurants.

Options available to passengers include an all you can eat breakfast for £9.95, a continental breakfast for £6.95, breakfast light bite alternatives such as bacon softie or cereal and milk are also available. On-board families can also save money as two children (under 16) eat breakfast for free with every adult breakfast purchased. Customers can also take advantage to pre-order dinner and breakfast or three-course dinner, with a small supplement for those choosing the rib eye steak for each offer. To take advantage of the breakfast and dinner meal deal customers must book in advance. For those seeking to enjoy a leisurely breakfast, Serco NorthLink Ferries has ensured there is no need to rush off the ship in the morning, with passengers that aren’t driving able to stay onboard until 9:30 am.

The majority of the food is locally sourced from businesses in the area, with fresh Shetland salmon and a premium Orkney burger available from the lunch or dinner menu. Daily specials are produced using the expertise of the team of chefs who select only the best local ingredients available.

Starters available on the menu include soup of the day, made from fresh local produce

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Profile: NorthLink

with a crusty roll, Orkney haggis pakoras with yoghurt chilli dip and a locally sourced deepfried cheese with island chutney. Main courses include locally caught fillet of haddock in an island beer batter with lemon for those craving delicious fish and chips, Dark Island beef and vegetable pie topped with puff pastry, and Orkney pork and leek sausage casserole with potato mash. For those seeking high quality meat from the grill, not only is there the aforementioned premium Orkney gold steak, but also the Viking burger, an Orkney burger complete with fries, tomato relish and salad garnish; customers can add bacon or cheese to top off this superb dish. Baked jacket potatoes with a range of locally sourced fillings are also available.

For children, Serco NorthLink Ferries serves

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Ferries

a range of meals in a NorthLink Ferry boat with new potatoes or fries, juice and fruit or ice cream as part of its Kids Ferry Special.

Meanwhile, all bars serve a number of Orkney and Shetland Beers, such as Red Macgregor, Northern Light and White Wife in addition to the wide range of island draught beers, continental lagers, teas, coffees, wines and spirits that are also available.

Following these improvements, the

company was delighted to announce that all NorthLink Ferries passenger ferries have achieved for a second year running, the coveted ‘Taste our Best’ award. Each ship was inspected by the awarding body Visit Scotland for the use of local food and drink, the highest levels of vessel hygiene and the demonstration of excellent customer service.

In addition to improving the food menu and layout of bars, restaurants and cafes, several other changes have been carried out, including a £1 million makeover on all three passenger vessels the MV Hjatland, MV Hrossey and MV Hamnavoe. Beginning in 2013, this segment of the improvement programme included a new sleeping pod concept – a global first for ferry operators.

The seats recline back to allow passengers to lie and sleep without intruding on the space of the person behind. The fee charged includes a pack with a blanket, pillow and eye mask as well as a token for a free shower in the facilities next door exclusively for those purchasing a sleeping pod. This is a means of offering passengers a comfortable alternative to a cabin.

Another refurbishment is the creation of the Magnus’ Lounge, which is open to passengers with premium and executive cabin tickets or anyone who wishes to upgrade to this premium service. Inside the lounge are free newspapers, magazines, snacks and drinks, including tea and coffee. Passengers with Magnus’ Lounge entry arriving in Lerwick or Aberdeen also can enjoy a complimentary Continental breakfast. The ideal place for peace and quiet to work or unwind, the lounge also offers customers the choice to enjoy a table dinner service.

Further enhancements to passenger comfort and improved experience includes the introduction of an upgraded and customer-focused online booking system that has added features and increased userfriendliness. Customers are now able to book a number of services which were previously unavailable online, including meals, cots and kennels. The new system also recognises concessionary rates for senior citizens (aged 60 years and over), those in full-time UK education and disabled passengers. Once a booking is made, customers are then able to view forthcoming journey details and make amendments to bookings.

Other changes carried out involve the rebranding of both freighters and the three passenger vessels, which are now adorned with new livery – a striking logo of a Viking. Added to the vessels with the aim of exciting potential tourists about the

NorthLink Ferries www.northlinkferries.co.uk • Serco commence operating the service in 2012 • Upgraded passenger services within the first year of operation including improved catering, seating and onboard entertainment • Focused on supporting the Northern Isles and North East of Scotland by showcasing local produce onboard • 100 per cent of the Hotel Services Food and Drink procurement has, since July 2012, moved to businesses based within 50 miles of the NorthLink operating ports • Customer Service research now shows a 99 per cent satisfaction rating

Peterson history and culture for the Northern Isles, the huge Viking image is designed to make an impact so people choose the Northern Isles and NorthLink Ferries for their next holiday.

As Serco NorthLink continues to strive for a stress-free journey for customers, from the moment they make a reservation to when they step off the ship, it is certain that new

and existing customers will appreciate and enjoy the efforts made so far. Now more than two thirds through its six-year contract, Serco NorthLink Ferries will continue to listen to the needs of freight customers, including the critical livestock and seafood sectors to ensure their produce makes it way to the mainland and beyond.

International energy logistics specialist Peterson has a long standing relationship with Northlink Ferries having provided shore handling services in Aberdeen and Lerwick since the early 2000s. Peterson offers a comprehensive range of safe, reliable and value added logistics solutions to the energy industry globally from strategic locations. Established in 1920, the organisation has expanded throughout the UK and internationally including Malta, The Netherlands, Norway and Trinidad. Peterson employs 3750 people globally and is part of the Peterson Control Union Group operating in over 70 countries worldwide.

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Profile: VT

Group

Preparing for the

future

T

hrough innovative and reliable services VT Group delivers optimal support at bunkering and transport with highly educated staff and impeccable equipment. Thanks to its high standards, dedicated services and competitive prices, VT has built long-term relationships with all major petrochemical companies in the industry. It aims to be the partner of choice by bringing added value through innovative solutions and a pragmatic approach. The VT fleet consists of over 20 ships, ranging in size from 220 tons to almost 14,000 tonnes. The Vorstenbosch is the fleet’s largest ship and still the biggest inland tanker in the world.

Almost a century has passed since VT began, and the company has plans to celebrate and mark the occasion, as business development manager Hugo Sassen elaborated: “We had a new book made about the company – it’s called ‘VT in Full Steam’ – and this book will contain the entire history from 1916 onwards, and it will also be in Dutch for staff and English for customers. We have also organised a large festivity for our present personnel and those that have retired, plus all attendees are going to receive a copy of the book. This will also be mirrored by another event that is arranged for the customers of the company. In total then, the celebrations will span two days.”

Throughout the company’s long history it has been grounded in an understanding of the need to innovate and improve. This trait of VT is no less true today, and there are a number of recent developments,

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whether that be docklock magnetic mooring system, its fleet renewal by scale enlargement, or as Hugo discussed, its Mass Flow Meter System: “We are trying to convince the port authorities and industry to change to Mass Flow Metering. The best example is that Singapore is implementing this, from the 1st of January 2017, and we are in the process of convincing the Dutch authorities to do the same.”

Hugo discussed another area that VT is moving forward with: “What we are looking to do is to buy a ballast water treatment system from Damen Shipyard. Damen have the first ballast water treatment system that is certified, ready to enter the market, and we will install this onto one of our ships. And we would like to convince the port authorities so that we can provide ballast water bunkering in the port of Rotterdam and the port of Amsterdam. This would mean we can clean the ballast water of the ships that require that service when they enter the ports.”

VT is also working closely on new projects in a number of locations, and in regards to one of these Hugo said: “We have set up a joint venture between Ahlmark Lines and Erik Thun AB. The purpose of this project is to set up a barge transportation service in Sweden and the Baltic’s, because at the moment there is legislation that prevents the use of inland waterways for barge transportation.

Therefore, looking at this water rich area, there is huge potential. In part because you can also now sail on a large amount of Sweden’s waterways, which allows you to deliver a lot of products to potential customers in the region and decrease road transportation.”

VT is looking to continually modernise and improve its fleet for the future challenges and regulations that face the industry: “We are in a focus group to develop all of the new build fleet to be ECA compliant and they

will not necessarily be LNG dual fuel propelled, and instead we are exploring ways to find new and interesting business cases for diesel and electric hybrid, shifting our scope a little bit from LNG to electric, because barge transportation is not possible in 2020 with these restrictions from the European commission unless we prepare for it,” Hugo said.

The future of VT looks to be one where it will help bring about changes in the industry.

AKD

AKD’s Transport & Energy team congratulates VT with celebrating a century of high quality maritime logistics. We are proud to have worked with VT for over 20 years and look forward to contributing to VT’s future international success. AKD’s lawyers, civil-law notaries and tax lawyers deliver high quality legal services in nearly all legal fields. Outside the Benelux, AKD co-operate with an extensive network of reputable law firms. With this collaborative approach, we assist clients like VT in doing business around the globe.

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Profile: VT

Endress+Hauser

Endress+Hauser is a global leader in measurement instrumentation, services and solutions for industrial process engineering. The Group employs 13,000 personnel across the globe, generating net sales of 2.1 billion euros in 2015 with constant expansion into new territories and markets.

In a joint partnership, the VT Group and Endress+Hauser have qualified a newly developed bunker metering system that not only accurately measures aerated bunker deliveries, it also increases operational transparency by continuously monitoring bunker mass flow, density, pressure, temperature and aeration.

The certified Endress+Hauser bunker metering system has been deployed to the barges ‘MTS Vlake’ and ‘MTS Jaimy V’ with great success, avoiding quantity claims which could damage their reputation and expose the VT group the risk of costly legal disputes.

Hugo highlighted some of the areas the company would be looking at in the near future: “We are setting up in Sweden, while maintaining a strong business in Rotterdam, and continuously doing the work we are known for. As part of this it will mean keeping our position in minerals and chemicals, the latter is stable, and the former is competitive.

Lubricants are another area we are seeing

Group

an increase, but our focus will remain our wider mineral portfolio. This will also mean going on to new building so that we can ensure we are fully prepared to meet the latest ECA compliance – such as installing our barges with either dual fuel or hybrid engines. Furthermore, we will be maintaining our strong customer base in Rotterdam, while also focusing on international business development, as we see a lot of promise abroad.”

The industry is always changing, and with this comes new opportunities and requirements, and VT is a leading figure in the industry that can adapt and thrive with these changes. It believes in innovation and utilising new technology, as well as working closely with partners on new projects. It may be celebrating 100 years soon, but for all these reasons and more there is no reason to doubt there will be 100 more.

VT Group www.vtgroup.nl • 100 year anniversary • Mass Flow Metre installations • Joint venture in Sweden

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Profile: Stena

Line

Crossing the

horizon

W

ith a history dating back to 1962, Stena Line is a leading international transport and travel service company that specialises in transporting freight and passengers. As one of the largest ferry companies in the world Stena Line has a rich heritage and operates Europe’s most comprehensive route network, consisting of 22 strategically located ferry routes across Northern Europe, operating in Scandinavia, the Baltics, the North Sea and the Irish Sea with a fleet of 34 vessels. Stena Line is a registered ABTA member and is headquartered in the Swedish City of Gothenburg, from where the company employs approximately 5500 staff across Europe.

Every year over seven million passengers travel with Stena Line, while the company also transports 1.5 million cars and around two million freight units annually. With increasing demands on capacity through Richard Horswill

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its network, Stena Line is committed to a programme of continued investment to ensure that capacity matches the requirements of its passengers across both freight and sailings. Since previously appearing in Shipping & Marine magazine during December 2014, Stena Line has introduced new vessels to its fleet and further developed its network between the UK and Europe. “During December 2014 we had just acquired the Celtic link route, sailing from Rosslare to Cherbourg. That route has since gone form strength-to-strength and we are delighted with the way that it has become an established part of the Stena Line network. During 2017 we also expect to see an increase in traffic travelling northbound between Rosslare to Cherbourg,” comments Stena Line’s Head of Freight for UK & Ireland, Richard Horswill. “We have managed to gradually increase the utilisation of the vessels sailing on the route, which is actually one of the few ways to reach the Continent from

Ireland via direct link without land bridging through Britain. With the UK decision to exit the EU, the route could become the ‘Brexit Bypass.’ Although it remains to be seen what the consequences of those decisions might be, there are a lot discussions concerning trade agreements. From our own talks with industry members, from a trade perspective there will be a preference to keep administration down to a minimum and to keep the borders open.”

During 2015 Stena Line introduced the Superfast X on its Holyhead-Dublin route, as a replacement for the Stena Nordica. “From a freight point of view the new vessel didn’t provide any extra capacity, but was acquired to further position the company in the travel side of the business,” Richard says. “The Superfast X is a fully refurbished ship with excellent facilities on board, particularly for drivers with a comprehensive freight lounge that has proven to be very popular. Again, the route has continued to grow in strength and we have enjoyed double-digit figures in terms of growth during the year.”

In recent months Stena Line has also announced that as of 31 October 2016, it will double the number of departures from Rotterdam Europoort to Killingholme in central England to six times a week.

The company will utilise the Ro-Ro ship Caroline Russ, which will provide a daily service together with its sister ship Stena Scotia. “We introduced the Stena Scotia

Further to developing its network of crossings and vessels, Stena Line also invests in its port facilities to ensure that its customers’ crossing is as smooth as possible

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Profile: Stena

Line

to the Rotterdam-Killingholme around 18 months ago with the vessel working a return schedule, which has meant that there has not been a daily schedule in each direction,” Richard explains. “With the new ship we will be able to run a daily schedule in both directions that will sail overnight, six days a week. It will increase the amount of volume going through Europoort along with our other route between Rotterdam and Harwich, which should make the freight harbour at Europoort an even more attractive destination for our customers.”

Further to developing its network of crossings and vessels, Stena Line also invests in its port facilities to ensure that its customers’ crossing is as smooth as possible from embarkation to crossing and disembarkation. Stena Line has been present within Belfast for over two decades, since beginning operations from the port in 1995. This year and next year, the company will invest over £12m in ongoing ship refit contracts with Belfast shipyard Harland & Wolff as part of its Irish Sea fleet upgrade.

“During 2017 we will combine Victoria Terminals One and Two (VT1/2) creating one entrance and one exit, which will improve the traffic flow within the terminal, the layout in terms of drop-off and collection bays and hence operational efficiency for both Stena Line and our customers. The new entrance will reduce queuing times into the terminal and also improve safety as it will remove

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the need for any right had turns across main roads, as currently happens at our Westbank Road freight entrance. The new exit will also have an improved flow into the main Westbank Road with the majority of our customers exiting in the same direction as the traffic flow on the main road,” Richard reveals. The port has grown significantly during the years, which has necessitated an investment in improved traffic flow.

Over the coming years Stena Line will continue to focus on further refining its service in line with feedback from its clients in both freight and passenger markets, while ensuring healthy returns for the company’s shareholders. “During next 12 months will be focused on filling capacity on the new ships sailing the North Sea. We also have some Irish Sea routes where off-peak sailing times are experiencing severe demand

and one of the initiatives that we will be introducing on Cairnryan, will be to change 15:30 sailing times from either direction from an off-peak crossing to a peak sailing. This is really to help manage demand and to shift the load from off-peak sailings,” Richard concludes. “We need to support the business in terms of volume and probably rate increases. I think there will be rate increases in line with or slightly ahead of inflation to help support Stena’s recovery and its ability to sustain portability in the long run in what is increasingly proving to be an uncertain world.”

Stena Line www.stenaline.co.uk

• One of Europe’s largest freight route networks • Investment in both routes and fleet • Provides excellent facilities to freight drivers

Profile: Vyborg

Shipyard

Breaking the

ice

E

stablished in 1948, Vyborg Shipyard PSJC (VSY) has used its six decades of experience in shipbuilding to become one of the leading shipyards in Russia. Having built more than 200 different vessels with deadweight up to 12,000 tonnes and a total displacement of more than 1,550,000 tonnes, VSY has a solid reputation in the market, particularly in the icebreaker field. Employing more than 1500 people, the shipyard delivers high quality vessels thanks to specialists that are certified by leading international classification societies such as Lloyd’s Register of Shipping, Germanischer Lloyd, Bureau Veritas, RINA and the Russian Maritime Register of Shipping.

Since previously being featured in Shipping & Marine magazine in February 2016, VSY has continued to enjoy a successful year; currently involved in the engineering and construction of a port icebreaker for FSUE Atomflot, the shipyard has also gained a series of contracts for the construction of fishing trawlers with Arkhangelsk Trawl Fleet in March 2016.

“According to the contracts Vyborg Shipyard will build ATF four medium-size trawlers project ST 116 XL in a turnkey manner. The vessels

will be reinforced to Ice3 class. The planned catch capacity of each trawler is up to 100 tonnes of fish per day and also the vessels are supposed to be fitted out with combined holds of 375 m3 for seafood,” explains Alexander Solovyev, General Director at Vyborg Shipyard PSJC. “Meanwhile, in September 2016 a keellaying ceremony was held for a port icebreaker under the Yamal LNG project for FSUE Atomflot. The port icebreaker, ten MW with an innovative propulsion system, will be built at Vyborg Shipyard for operations in the port of Sabetta. According to the contract the shipyard is responsible for engineering and construction of the vessel and the delivery is scheduled for November 2018. The vessel is intended for escorting LNG carriers through approach channel and in the water area of the Sabetta port on the Yamal peninsula.

The vessel is 84.3 m in length, 21.3 m in

breadth and has a draught of 6.5 m; taking into account transported cargo at maximum draught, the deadweight is no less than 2000 tonnes, the ice breaking capability is 1.5 m,” he adds.

The distinctive feature of this vessel is its innovative propulsion complex, which consists of four thrusters with a capacity of 2.5 MW each. These thrusters are located in pairs on the bow and stern to provide optimum operations in ice conditions as well as superior maneuverability and performance of special operations in the water area surrounding Sabetta Port.

In addition to these projects, the shipyard is also completing the last in a series of

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Profile: Vyborg

Shipyard

icebreakers that were ordered by the Federal Agency of Marine and River Transport. The diesel-powered icebreakers have a rated power of 18 MW; the icebreakers have ice-breaking capacity of 1.5 m thickness

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and is intended for independent ice escorting of heavy tonnage vessels, towage, fire fighting on floaters and other activities; these include salvage and assistance to distressed vessels and transportation of cargo. “The first ship, Vladivostok, was handed over to the customer in October 2015. Two months later in December a ceremony was held at Vyborg Shipyard, which included signing the delivery and acceptance protocol of the icebreaker Murmansk project 21900 M. The third serial icebreaker, Novorossiysk, will be handed over to the customer at the end of the 2016. As of today, these vessels are the most powerful diesel vessels in the world,� highlights Alexander.

Also in April 2015 VSY signed contracts for two 22MW multi-purpose diesel-powered icebreaking support vessels by the order of Gazprom Neft Novy Port LLC, the Novy Port field being one of the largest oil & gas condensate deposits under development in the Yamalo-Nenets Autonomous Okrug (YNAO). These icebreaking support vessels will be operated on the Arctic terminal of the Novoportovskoye (Novy Port) oilfield, located in the west of the Gulf of Ob on the Yamal Peninsula. The main purpose of the vessels will be to provide escort for tankers in ice conditions, assistance with mooring and loading operations, rescue, towing, firefighting and oil-spill response operations. The vessels will provide icebreaking capability up to two metres and considerable manoeuvrability at a rather small draught, and are designed to be operated all year round at temperatures of up to -50 degrees Celsius.

The keel-laying ceremonies of vessels took part at the end of 2015. Lead ship Alexander

Sannikov will be launched at the end of November 2016.

Elaborating on the reasons behind VSY’s success in the icebreaker segment, Alexander notes: “At present we specialise only in civil shipbuilding and have become one of the leaders in the construction of these vessels in Russia. Nowadays most domestic shipyards are focused on the construction of military vessels, despite the fact that the market for civil vessels has significant potential, primarily in connection with developments in the Arctic.

It is in the construction of ice-class vessels that we have the greatest competence. On top of this, our maintenance of competitive prices, together with high quality and reasonable construction terms, has ensured we continue to be successful.”

In fact, VSY, a corporate member of the United Shipbuilding Corporation, was recognised as the leader of civil shipbuilding from the tonnage of vessels handed over in Russia in 2015. “The work of the shipyard was viewed in high esteem, based on the research conducted by the agency Infoline Analytics,” states Alexander.

Having cemented its reputation for expertise in the field of icebreaker vessels and civil shipbuilding, VSY is certain to remain in demand in a market that offers strong opportunities for growth. “Certainly, the highly qualified and dedicated personnel of VSY has played a vital role in ensuring the company’s growth; there is a culture among the shipyard’s

staff of finding efficient, innovative and customer-orientated solutions that enable the shipyard to provide an exceptionally professional service. Moving forward, we will focus on successfully completing our current projects, receiving new orders and extending our capabilities. Looking further ahead, our long-term objective is to modernise the shipyard in order to maintain our market

position and increase competitiveness. The whole VSY team is working hard on these goals every day,” Alexander concludes.

Vyborg Shipyard http://vyborgshipyard.ru/en/ • Leading shipyard in Russia • Built more than 200 vessels since its inception • Has signed a series of contracts for icebreakers

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Profile: Ambrey

Risk

Security at

S

ince its inception in 2010, Ambrey has established itself as the world’s largest operator in the maritime security and anti-piracy sector. As a provider of a comprehensive range of services for ships and offshore assets in high-risk environments such as East Africa and West Africa, the company has grown rapidly since its first offshore project in Kenya and Tanzania in the first quarter of 2011. Key to this growth was the company’s strategic decision to expand overseas in 2013 in line with the globalisation of the armed guard business, with new headquarters being set up in Dubai alongside offices in Hong Kong, Singapore, Japan and Korea.

Alongside these developments, the company spent a lot of time understanding the market to ensure it was agile enough to make fast changes and give the client what they want when they require it. Analysis of the market in 2012 forecasted rapid consolidation and so the business focused on a rapid expansion of the volume of armed guards it provides. With this volume came efficiencies in costs and the improvements in standards and

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sea

responsiveness to clients that were essential in a highly competitive sector.

Seeking out other ways to remain competitive, Ambrey sought to take a leading role in writing the City and Guilds Maritime Security Operator 8269 course, as John Thompson, Senior Advisor of Ambrey, discussed with Shipping & Marine in March 2015: “We recognised that international training certifications were essential for the longevity of our business and have sought to

move discussion on armed guard standards away from that of nationality and more on to military experience and internationally accredited civilian training standards.”

Having enjoyed a record month in July 2015 supporting 214 ships with security teams, the independent, privately owned company has remained strong in an intensely competitive sector. Indeed, where there were previously 200 private security firms, there are now around 60 as many businesses have gone out of business or merged with others. As part of Ambrey’s volume and standards strategy it recently acquired two of its competitors, Drum Cussac’s maritime transits security division and Control Risk’s maritime security business. The integration of these highly respected businesses enabled Ambrey to strengthen its customer base and services, as John comments: “This acquisition helped us to operate at scale so we could deliver a service to the price and level of quality that our customers want. These acquisitions were part of a plan we had in place to grow the business operationally as well as in terms of our customer base. We have completely integrated the clients we brought

across from both acquisitions and have integrated the operational equipment and personnel that we acquired in that deal.”

Following these acquisitions, Ambrey established new operations following a drop in activity in Somalia and a rise in piracy attacks in West Africa’s Gulf of Guinea.

John discusses these developments: “The number of anti piracy measures in Somalia was reduced in size by Ambrey’s customers because ships travelling through Asia and the Gulf were no longer going through the high risk area. This led to further consolidation in the market and Ambrey diversifying into a very different anti piracy market in West Africa.

“These operations in West Africa began in March 2016 and have been progressing well. We have brought our reputation for standards and cost effective but reliable services to a market that has not delivered this consistently before. As a result the business has grown rapidly. The number of piracy attacks off Nigeria have been significantly higher in 2016 than in previous years; in response to this we have been providing security escort vessels and local national armed guards from the Nigerian Navy, either on security patrol vessels or on board client ships, with the goal of countering the piracy threat,” he adds.

“It is a different operating environment to the Indian Ocean, which has established operating standards, compliance standards and ISO standards around the service as well as a clear firearms licensing regime. In West Africa, the countries have complex rules on what you can and can’t do with armed security but these are fluid and so as a business you need to be prepared for constant change. As we rely on the services of local naval personnel the level of training and standards is highly varied, the regulatory environment is looser and standards can differ markedly.”

While the Gulf of Guinea remains a challenging area with a high piracy threat, Ambrey will focus on growing its reputation in this new area as a company that believes in setting and maintaining the highest of standards. “We want to make sure people are aware of what we can do and that we are open for business,” concludes John.

Ambrey Risk www.ambreyrisk.com • A leader in the field of maritime security services • Led market consolidation through acquisitions in 2014 and 2015 • Strategic expansion into West Africa

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Profile: Redcar

Bulk Terminal Limited

up

Bulking

S

ituated in the port of Redcar, on the south bank of the River Tees, Port owner and operator Redcar Bulk Terminal Limited was established in 2011 to operate and manage the Redcar Ore Terminal. Features of the port’s terminal include a 320 metre long quay that can accommodate vessels up to 17 metres draft, which is fitted with two ship unloaders that can operate on grab or hook for bulk or conventional cargoes respectively. These rail mounted gantry cranes have a travelling length of 300 metres and in bulk mode can work in unison to achieve offloading

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rates in excess of 40,000 tonnes per day.

Conveyors transfer these bulk materials, once discharged, into a large open bulk storage area before they are stock piled with stacker re-claimers. Immediately adjacent to the quay is the terminal, this area covers 320 acres and provides storage capacity for both bulk and conventional cargoes.

HMRC approved for the storage of un-cleared goods, the terminal benefits from direct rail access to the Network Rail network, as well as road links to both the A19 and A1. Equipped to handle rail wagons with separate load and offload bulk-handling

facilities, Redcar Bulk Terminal carries out the loading of rail wagons via overhead hoppers that are directly fed by conveyors. Off-loading of rail wagons, meanwhile, is achieved by bottom discharge into an underground hopper and conveyor system; this is linked directly to stockyards, which thus enables the quick handling of rail traffic both to and from the terminal.

Previously handling up to 12 million tonnes of bulk raw material used by the adjacent Redcar steelworks together with steam coal imports for the power generators, the company had to restructure operations following the closure of the Steel Works in October 2015.

Faced with the challenge of replacing the lost raw material imports that were associated with steel making with new and alternative cargoes as well as customers to supplement its existing business, the company has been successful in attracting new clients and

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Profile: Redcar

Bulk Terminal Limited

products. Today the ISO 9001 and 14001 approved company is involved in the import of petroleum coke, granulated slag, and aggregates, as well as export cargoes of metallurgical coke and furnace ready scrap.

“Following the closure of the steel works in October 2015, Redcar Bulk Terminal carried out a major restructuring exercise that significantly reduces costs and introduced more flexible working practices. We also embarked upon a re-training programme for the workforce in order to meet the needs of new customers and also ensure we can address the increased number of new products being handled. The current markets that we are focusing on attracting include bulk material imports and exports such as aggregates, pet coke, coal, coke and scrap. However, bulk cargoes are not the sole focus for us; given the availability of land, a great deal of interest is coming from the offshore wind and North Sea oil & gas sector, as well as biomass and waste derived fuels,” says Garry O’Malley, General Manager at Redcar Bulk Terminal Limited.

Alongside attracting new customers, Garry notes that Redcar Bulk Terminal has been focused on a project that it is undertaking with West Cumbria Mining: “Redcar Bulk Terminal has been working closely with West Cumbria Mining and has been identified as the port facility through which coking coal produced by the new mine will be exported, not only to European ports, but to the rest of the world. Redcar, with its deep water, large storage capacity and existing rail handling facilities makes it the ideal port for the WCM project. Coal from the mine will be transported by rail directly into Redcar,

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where rail wagons will be offloaded through the utilisation of existing excellent rail handling facilities before it is stockpiled, pending shipment, over the wharf.

“In addition to this project, we have also recently signed an agreement with Denham Metals to handle scrap exports to Europe and continue to handle pet coke imports for M&G Fuels, a long-standing customer of Redcar. We also handle granulated slag and aggregate for a variety of customers and regularly handle metallurgical coke exports for Hatfield Energy.”

With its deep-water berth, on-site rail handling facilities and immense size when it comes to the port estate, the future looks positive for Redcar Bulk Terminal as it seeks to diversify operations and expand into markets such as the oil and gas industry. “We are also well located to serve the offshore wind industry and meet the full criteria that is laid down in the Offshore Wind Industry Council’s strategic review of UK East coast ports for staging and construction,” comments Garry.

“Over the next 12 months Redcar Bulk Terminal will focus on establishing itself as a hub for offshore wind and position itself as a key player in the regeneration of Teesside following the closure of Redcar Steelworks.

We will also continue to work closely with Redcar and Cleveland Borough Council and the Tees Valley Combined Authority to attract new business and industries into the area with the goal of creating more jobs and securing opportunities associated with offshore wind, the North Sea oil & gas sector and the growing energy from waste industries,” he concludes.

Redcar Bulk Terminal Limited www.redcarbulkterminal.co.uk • Port owner and operator • Direct rail access to the National Rail network • Excellent bulk handling facilities • Restructuring company with added focus on renewables, offshore wind and oil & gas

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